UTG9 1991 Guidelines For The Transportation System Management

Draft U7-G 9, pp f - 104, Pretoria, South
Published in 1991 by
The Department of Transport
PO Box 415
PRETORIA 0001
South Africa
on behalf of
ITTEE OF URBAN TRANSPORT AUTHORITIES
Printed in the
Republic of South Africa
by Scientia Printers
Guidelines for the Transportation System Management Process

Draft UTG 9, Pretoria, South Africa 1991
urnent is voor erei met die oog o
n vervoerplanne ooreenko
ie vervoerstelsel bestuurprosedures van 'n
lines, management systems, urban trans

ort area, core city, monitoring, irnplerne

Draf? UTG 9, Pretoria, South Africa 1991
INTRODUCTION TO TR NSPORTATION SYSTEM
1 Introduction
1.O Elements of Transportation System Management
1.1 Transportation Infrastructure Element of TSM
1.2 Transportation Modes Element of TSM
1.3 Land Use Element of TSM
1.4 Human Fador Element of TSM
PROCEDURES FOR TRA SPORTATION SYSTEM MANAGEMENT

2.0 The Seven Stages of TSM
2.1 Public Communication of Improvement Needs & Potential
2.2 Problem Definition
2.3 Generation of Alternative Solutions
2.4 Analysis of Alternative Solutions
2.5 Evaluation and Selection of the Most Appropriate Alternative
2.6 Implementation
2.7 Monitoring
CASE STUDIES - A HYPOTHETICAL INTRODUCTION TO TSM

3.0 Introduction to TSM
3.1 Public Communication of improvement Needs and Potential
3.2 Problem Definition
3.3 Generation of Alternative Solutions
3.4 Analysis of Alternative Solutions
3.5 Evaluation and Selection of the Most Appropriate Alternative
3.6 Implementation
3.7 Monitoring
OUTPUT
TOWN Operating Environments
TOWN Aggregated and Prioritised TSM Element Importance Ratings
Output C : TSMTOW Problem Form for Problem No. 1
Output D : TSMTOW Project No. 1 PERT Chart
Project No. 1 GANTT Chart
APPENDICES
Composition of the Professional Team and Three Groups
Appendix C : Directory of Problems, Goals and Objectives Appropriate to Recommended Questionnaire

Appendix D : Determination of Problem Type
Operating Environments Checklist
Checklist of Potential TSM Constraint Areas
Schedule of Strategies, Tactics and Actions
Appendix H : Checklist of Measures of Effectiveness
Appendix I : Compatibility and Compliance Checks

ackey Consultin
Transportation Engineer.

Guideiines for the Transportation System Management Process
The finition of Trans
as fo
t is the process of co-ordinating
the individual through inves
nd servicing policies
efficiency and productivity for the
essential part of the
A transprQtim syst is characterised by its four e1

tion infrastructure;
2. transportation V
o Planning
o Organising
o Directing (or leading)
o Co-ordinating
o Controlling (or
m s t be recognised and applied Lo the TW process.
o Iransprbtion Syst nt is a short-term planning process in which
transportation in an area is considered as one unitary sy
o The organising of the variars mdes of pedestrian, bus, c wxi , car and
rail to m k e the best use of existing facilities is a pr o b ~ ~ t i v of
e
TSM .
o on order to direct the TSM process the careful evaluation and selection of
the m s t efficient, investment, regulatory, monitoring, pricing, operating
and servicing
o Using we19 pr edures co-ordination can be ensured by
native solution will have on the systm
o Controlling the T W process requires careful ring of the most critical
system indicators before, during and after i
The key attributes of TSM are:
1, pub1ic participation thrwgbut the process;
tibility of short-term planning with long-range planning
ation and analysis of more than three alternative solutions;
4 integrated approach to the transportation sy$m through the
co-ordination of the functims of transportation agencies;
5. application of a step by step systematic process which takes into
account area-wide network systm effects;
6 . m x i m utilisation of existing resources;
7. consideration of the inpact of multiple solutions on neighbouring
transportation facilities and controls;
8, implmntation of projects and low cost surs in mrticular;
9, monitoring of iplmntation and its system eff~ts.

and t r a f f i c
expertise in
f i c signals and
t r a f f i c officer cmtrols.
0 car
o rail
incorparates present Land-Use zoni

n t o f Land Use requir
future Land Use proposals.
e o f t h e study, the T m canvasses
mni'cors the e f f e c t s o f
had authorised the process,
P W ~ Sin the TSM proce e:

ision-makers, i.e. n i t y Leaders, representatives of
authorities, such as the C i t y C x m c i l , Regional Services
Councils, the Province and t h e Department o f Transport.
ii Those a c t i v e l y involved i n transportation, i . e . various municipal
deparWnls, public transport and f r e i g h t operators.
iii Those affected by transportation, i . e . transport users and traders
who serve them.
iu Special interest associations and the General Public.
The function o f these groups i s t o provide i r ~ f o r m t i o n on system

deficiencies, negotiate and approve the goals and objectives of the
project, select the solution f o r i p ~ l w w k a t i o nand promote, market and
support the project.
Draft UTG 9, Pretoria. South Africa 1991
ELEXIENTS OF TRANSPORTATIOY
SYSJ-EV MANAGEMENT
FACIOR
Guidelines far the Transportation System Management Process

Draft UTG 9, Pretoria, Soulh Africa 1991
Fr r city, W lack of city, in
the var a w s l inks o f the
for
eir
of traffic si
asset is directly use
G u ~ d e l ~ n efor
s the Transportation System Management Process
ELEMENTS OF T71ANS2'OfZTATIOS
SYSrWI MANAGEhIFYT
I

An essential requir t of TW is that for every idmt
solutions using the altermtive m of walking, bus, c taxi, car or train
are exmined in respect of investment, regulatory, monitoring, pricing,
operating and servicing pslicim.
Et is necessary Lo r r that all trips begin and end on foot.

Altbugh walking m y be a healthy exercise, it together
is invariably the least pupular
vmr must therefore be made to acc
and special facilities for pedestrians must be provided.
Buses, taxi i-taxis and cars all use the s m road network h
gi ves these f transport the opportunity Lo provide door to r.
service for rs, shoppers and all other travelers.
The degree Lo which this opportunity for flexibility is used varies f r m
fixed route, fixed time schedules for buses to a c letely free choice
for cars.
This f r of ~mov ~nt accounts for the popularity of the car.
Nevertheless there are ecomic restraints to car use and the overall
costs to the c m n i t y resulting from selfish excessive car use
highlights the necessity tc, encourage the use of i -tax i s and ~LISE?S.
The following table illustrates the order of vehicle and person capacity
for the various mdes of transport:
1
I
l E VEHICLES
l
l /HR/L-ANE
l
I
1 HEAVY R A I L
It can therefore be understood why transit services rely upon the need
for a main line trunk service. Trunk services require either trip
destinations in close proximity to railway stations or well planned bus or
i-taxi feeder services.
Transportation System B n a g m n t has been defined as a process of co-ordinating to
achieve maximum efficiency.
To achieve this co-ordinated transportation efficiency it is essential that
whenever the TSM process is applied ALL four mdes of transportation are
considered and their uses optimised.
ELEtMEhTS OF TRANSPCPRTATIOS
SYSIFM MANAGEMENT
l

ELEMENTS OF TRAKSPORTATION
SYSTEM MANAGEMENT

t of the TEN planning process
nd problm of the tra
eration in the application of inves
regulatory, monitoring, pricing, operating and servicing policies for the
propwed TSM solutions.
Activities during the initial stage of the TSM process aim at selecting agencies
and people responsible for and willing to contribute towards the success of T W ,
securing their support and developing mechanisms for the exchange of information
and hision-mking.
In order to achieve this, the Local Authority or Core City initiating the T
process should identify the authority that will ultimtely be responsible for TSM
and list potential candidates who can assist the I S M process. Their interest in
the concept m s t be aroused. The benefits that can be derived from ISM w s t be
conveyed to these parties and their role and duties in the process outlined.
The groups to be motivated ar-e
1.4.1 c m n i t y leaders and the body of decision-makers in the areas
1 , 4 . 2 local transport officials and those involved in transportation
4.4.3 leaders from the business and mnufacturing sectors together
with residents and ratepayers r-epr-esentatives
who are affected
by transportation
1 . 4 . 4 interested ers of the general public
Each of the groups will have different interests and a different role to play.
For exwple, the body of decision-makers will most likely be interested in the
conspi c~lous benefits of TSM and special funding that can be obtained for TSM
projects; their role is to approve and support TSM throughout the process. On
the other hand, the c m n i t y is likely to be interested in the operational,
environmnbl and %safety aspects of the transportation system; they give
information on the deficiencies and express opinions on the social acceptability
of the TSM projects.
Co-ordination of the interests of the four groups should be carried out by a
multi-disciplinary professional team.
One way of selling the TSM concept to the above bodies has been successfully
proved3. Audio-visual presentations have been used to convey the necessary
informtion. Several such presentations, catering for various audiences, have
been prepared and are available from the Department of T r a n s p ~ ~ t ~S . m~ ~
audiences, however, prefer to be addressed by a speaker, although a combination
of the presentation with a speaker is preferable.

P-
The analysis of a trans lays the seven-stage syst
2.1 The first stage is uring this sta

is initiated, usua 1 authority's
or planni ng dqar vant authorities
and funding sources (e.g. Council, Province) is secured, and the procedures
for co-operation between the concerned parties established. The boundaries
of the system, for the purpose of the study, are defined. Itnformtion m
deficiencies of the systm is collected f r m a variety of sources and
verified, resulting in the form1 list of systm deficiencies.
In the second stage, Problq-Definjtion,the theoretical framework for the
study is prepared. The tasks include setting Goals and Objectives,
selecting measures of effectiveness (M3E9s)for future monitoring,
identifying constraints and proposed strategies to attain the objectives.
The need for consistency of the objectives of short-term and long-range
planning was highlighted by Sweet5 and mdified by Ormt-nd Mnng to
accmdate the TSM process.
The distinction between the "operational" and "strategic" measures can
b e c m blurred, or else two disassociated processes m y result. There has
to be good liaison between the forward planning and transport planning
sections in order to avoid the implementation of conflicting programmes.
The liaison would ensure that a c m n set of goals/ objectives is used and
that alternative solutions do not produce a conflict.
The th i rd stage covers the @merat jon of -8 l tscna&i-ye Solu&ions which address
the objectives set i n the previous stage, and take into account existing
constraints and planned strategies.
The proposed alternative solutions are analysed in the fourth stage. The
purpose of the analysis is to determine, for each proposed alternative,
values of W E 9 s that are likely to be achieved by the imp1 ntation of the
s~ecificalternative.
The results of the analysis of the alternative solutions are compared and
evaluated in the fifth stage. The writs of ~ c f ialternative are assessed
and the most appropriate solution is selected for iwlmntation.
The selected solution is implemented in the sixth stage,
The performance of the systm is monitored in the seventh stage and the
results compared with the results of the analysis. The discrepancies
between the twc, have P;o be studied and explained. After a period of time,
the results of monitoring should be input to the first stage and the process
repeated.

The Pirst stage of the TSM pracess includes the following steps:
o developing procedures for co-operation between the parties;
o defining boundaries of the system under study;
o identifying sources of information;
o creating a database containing system's inventory, and
o creating a database containing system's deficiencies.
It is desirable for the TSN concept to apply to a whole local authority. However in a city somewhat
smaller areas will have to be considered. An example would be one urban zone, with its population,
activities, transportation infrastructure and traffic.
Activities during the initial stage of the TSM process aim at selecting agencies and people
responsible for and willing to contribute towards the success of TSM. In order to achieve this, the
Local Authority or Core City initiating the TSM process should list potential candidates8. Their
interest in the concept must be aroused. The benefits that can be derived from TSM must be conveyed
to these parties and their role and contributions in the process outlined.
The key role in the process is assumed by the organisation having direct authority over the area
concerned. This organisation appoints the core of the Co-ordinating Team, recruited from the local
officials, and consisting of, preferably, a town/transportation planner, public transport operator,
law enforcement officer, and traffic engineer. Other members of the Team should have expertise in
financial/administrative matters and personnel/public relations. Higher level transport authority,
e.g. the DOT or Province should also be represented.
From its inception, the Co-ordinating Team is responsible for the management of the T3M process.
During the course of the study, the Team canvasses support, negotiates, co-ordinates and executes the
process; it provides channels of communication between the authority and the participants; it
oversees the implementation of the project, monitors the effects of implementation and reports back to
the bodies which had authorised the process, the participants and the public.
The other groups in the TSM process are:

i ) Decision-makers, i.e. representatives of the various levels of authority and community leaders,
if) Those actively involved in transportation, i.e. various municipal departments, public transport
and freight operators,
iii) Those affected by transportation, i.e. transport users and those who serve them, the general
public and special interest associations.
The function of these groups is to provide information on system deficiencies, negotiate and approve
the goals and objectives of the project, endorse the solution for implementation and promote, market
and support the project.
Once the area under study is defined the information collected can facilitate the establishment of two
essential databases :
i) the inventory of infrastructure and facilities, network geometry and traffic data, and
ii) the list of system deficiencies, including accident records.
TSM is a short-term planning process. The need for consistency of the objectives of short-term and
long-range planning was hi ghl ighted by sweet5 and subsequent1y modified by t4ann7 to accommodate the
TSM process.
There has to be good liaison between the forward planning and transport planning sections i n order to
avoid the implementation of conflicting programmes. The liaison would ensure that a common set of
goaIs/objectives is used and that alternative solutions do not produce a conflict.

Draft UTG 9, Pretoria, South Africa '1991
The first of the data-bases described in the preceding section needs no Further explanation. The
processing of system deficiencies, on the other hand, is quite camplex.
A public participation exerci must be carried out to obtain information on t h e system

ORWET achieved
be treated as reasonably accurate and
unity, however may at
efcsre be somewhat bia
prw@ss of verification.
T M prwosed procedure allows For the classification and priorltisation of the sy

The raw Sist of dePiciencies is checked For duplicaticma and accuracy of 1
deCiciency i s duplicated i.e. mentioned by a number oF diCf%rent parties many &i
indication that t h e matter warrants priority attention. Verification of the dsQiciency sn site
allows for the making of rough esti e of costs of the deficiency to the (g.g. the queue
length and duration of $M congested peri Id yield the time lost and
improvements can reduce or even eliminate t d i@~rovement has
to be estimated, as well as the proportions ime period during
improvement would be valid. Professio t m l which can be u
values and to decide upon
a the problem type (%. Major/Minar/Receiving Attention as Outside Council Authority)
o the operating enviro ent and possible constraints.
teriwd nrodel PITS has te deFiciencies OF similar nature

m according to their benefit/cost ratio.
In the Pr of the TSM process the theoretical background of the study is

prepared by the Co-ordinating Team.
The previous stage yielded a list of verified deficiencies of the system. On the basis o f these
the problem i s defined.
As a result of the discussions with the three Groups, the Team sets a goal (or goals) and
objectives for the TSM project.
Two aspects of setting objectives are discussed separately: in Clause 2.1.4. the compatibility of
TSM objectives with those of the long-range planning for the area is discussed; Clause 2.5.2
introduces negotiation techniques, the application of which i s o f t e n essential for reaching
agreement between negotiating parties.
Various proposed actions and tactics may lead to the attainment o f the objectives. These actions/
tactics have to be identified and listed. 3imultaneously, compelling or repressive Porces which
can influence the course a? the project (constraints) must also be identified. In view o f these
constraints, the feasibility of the proposed actions/tactics is assessed.
Two suggestions on the nature of the constraints are offered by Cape Town9. Fi rstly , that some
constraints are inflexibls (e.g. Table Mountain) while others are negotiable (e.g. shortage of
funds). Secondly, and of oq l importance, that "potential assets", e.g. advanced expertise in a
specific area or sophisticated facilities, can be exploited to counteract the effgct s f the
constraints.
Once the Feasible actions/tactics have been selected, they are used to formulate alternative
strategies which will result in the attainment of the established objectives.

P-
As part of the CePneration of Alternative Solutions, various potentially suitable sctions/tactics
are listed and alternative strategies prop0 d. Alternative solutions are developed on the basis of
this work.
In order to collect data on system performance and characteristics needed for the devel opmsnt OF the
alternative solutions, Pull scale "BEFORE" surveys may have to be Performed. One or more previously
proposed strategies may possibly have to be modified, because Some of the tsntatively accepted
actions may not be feasible in view of the Full data collected. It i s also possible that a n e w
alternative strategy may be developed. This stage produces:
o data collected for the "BEFORE" study and the analysis stage;
o the formulation of the Final set of alternative solutions.
TSM actions can be divided into two groups: physical or operational changes. Physical chngss
involve geometric design, traffic signalisation, provision of new parking areas, etc. Operational
changes involve regulations, scheduling, pricing, etc.
Another classification of TSM actions is based on the aims they attempt to achieve: efficient use o f
the existing road space, reduction of vehicle use in congested areas, and improvements of public
transport service.l0
In order to improve the system as a whole most effectively, the actions considered may cover a wide
scope, ranging from traffic management, through public transport, geometric design, operational
measures such as flexible working hours, etc. Several solutions, containing a variety of such
actions, are proposed during the Generation of Alternative Solutions stage.
An essential part 07 the Generation of Alternative Solutions is a compatibility check. The following checks
are performed:
Goals/Objectives/Measures of effectiveness,
Each proposed solution has to address the objectives set in the Problem Definition stage. Thu
analysis of each solution must produce results capable of being expressed in terms of the
predetermined measures of effectiveness (MOE's)
Constraints.
Constraints and "potential assets" were discussed in Clause 2.2.4. The proposed solutions havs to
relevant constraints, and similarly, make a maximum use of the potential assets.
Actions/Tactics/Strategies.
Actions, tactics and strategies proposed For the alternative solutions have to be realistic, i.e.
not only account for the well defined constraints, but also recognise other, less tangible factors,
for instance, potential resistance of employers to staggered work hours.
A combination of actions constitute a tactic. A tactic should be develmed in such a way that it is
associated with one department or agency. One tactic, or a combination of tactics, forms a
strategy.
Cost Im~lications.
Cost implications other than the maximum overall cost, which was checked earlier under constra~nts,
have to be tentatively assessed here. Each proposed alternative solution has to be both financially
and economically realistic.
Adjacent system effects.

The final check concerns the adjacent system effects. A proposed solution m a y offer considerable
improvement of the local system but adversely affect a neighbouring system. An example of t h t c
could be the banning of through-goods movement from the area.
The alternative solutions which are found incompatible in sane of the above aspects have to be modified or
rejected.

P-
Guidelines for the 'Transportation System Management Process
Draft U1-G 9, Pretoria, South Africa 1991
The purpose of this sta
the existing syst

after the applicatim 04 each of the
ents can be done only i results of the a
The system is analysed as a network of links and nodes, W re no event can happen in isolation, but
its implications are distributed throughout the syste plexity of network
puter methods may in s
The input to the analysis is provided by th system inventory and any nsces ry "BEFORE" surveys.
Typical inputs are traffic volumes, origin/ stination matrices, travel tim , saturation flows,
public transport occupancy, etc. As a esult or the analysis, the set of val
s is produced for each alternative solution.
The work at this stags consists of:
0 selection of appropriate, c patible techniquss for each alternative;

0 preparation of the input;
0 system using the selected process or model;
0 paring the survey results with the results
0 ernative solutions;
0 each alternative.
The results of the analy S go to the next stage, where one of the strategies is finally selected
for implementation.
The choice of appropriate analytical methods depends on the specifics of the problem and size of
the system. Limited data bases, planning budgets, time, staff availability, experience and access
to computers, all place restrictions on the selection of the method to be used.
The analysis of the system can often be very effectively carried out by using the professional
judgment obtained from a multi-disciplinary team. Expertise from a multi-disciplinary team with
local knowledge can frequently be more economic, more realistic and more effective than standard
puter packages with no 'feel' for the local condition.
4s a general rule, large systems shoul lysgd by computer, while calculations could apply For
smaller systems. Data concerning bicycle facilities, parking pricing, staggered and flexible work
hours, and various public transport
manually i f computer urn is es
For the analysis of very large systems, sophisticated transportation planning computer packages,
such as EMME2 can be used. However, traffic management models such as CONTRAM or SATURN,
constitute useful analytical t
PASSER 11 is suitable for arterials. Lar
es may frequently
TRA, PICADY, ARCADY
packages1' have been tested in South APrica and the expertise is avai lablc locally.

Draft UTG 9, Pretoria: South Africa 1991
P-
Transportation System Manag9raent i s a m %its (olficienc
d p r o d u c t i v i t y ) f a r the s y s t
w i n g two atraps -(n t h e procgsa:
There a r e two types o f c o n l l i c t t e c h n i q

i ) s t r u c t u r e d , where t h e m w t i a t i n g p es f o l l o w p r e s c r i b s d r o u t i n e s , and
ii)u n s t r u c t u r e d , where there is no facilitator helps to achieve t
t i n g ' s objectives.
A n example o f a s t r u c t u r e hnique, where p a r C i c l p a n t s i n

i n d i v i d u a l ly and indepen d r a t e prc%@!?~l8of' other pa
Other structured techni k I 3 and others 159 j6. A typi-7
u n s t r u c t u r e d approach i s Car? Roger ' S i n t e B p a r t i c i p a n t s informal ly d i scuss relevant
3ssuss in a relaxed at sphsrp. Work on c o n f l i c t n e g o t i a t i o n s dorw, by ORMET is reported by
potgieterl8.
~ a n n h e i a r ' ~d e f i n e d e v a l u a t i o n as the a c t i v i t y o f examining t h e availab'le a c t i o n s i n t h e light of

t h e goals, as8essing the r e l a t i v e d e s i r a b i l i t y of each a c t i o n , and s u ~ ~ m a r i s i nt g
h e key issues t o be
considered by i n t e r e s t e d p a r t i e s i n reaching t h e d e c i s i o n .
The e v a l u a t i o n o f TSM s t u d i e s i s more c p l i t t a t e d than t h a t o f t h e o t h e r transportation studies,

because o f :
o c o n f l i c t i n g objectives;
o e mix o f t a n g i b l e and i n t a n g i b l e v a r i a b l e s ; m d
o alternative strategies resulting i n diPfering improv nts for specific Heasurss of
EfPect iveness.
TWOtypes o f e v a l u a t i o n a p p l i c a b l e t o t h e TSM process a r e e c o m i c analyses and r a t i n g 5chews.
Econoraic analysis techniq s a r e bassd cm simple p r i n c i p l e s of fiscal theory: interest; rate,

present worth f a c t o r and c a p i t a l recovery f a c t o r . The techniques recommended by RTAC'' are net
present worth, b e n s f i t / c o s t r a t i o and i n t e r n a l r a t e o f r e t u r n .
The nrat present worth method produces r e a d i l y understandable r e s u l t s . The betw$it/coat ratio
thod i s a r b i t r a r y w i t h regard t o W tr'aer c o s t r e d u c t i o n s o r savings st-muld be c a l l o d b e n e f i t s or
negative costs. The r a t e o f r e t u r n method appears t o be c p u t a t i o n a l l y t e d i o u s i n cases when th@
s t u d i e d a l t e r n a t i v e s have d i f f e r e n t s e r v i c e l i v e s .
A common weakness o f the e c o m i c a n a l y s i s e v a l u a t i o n i s t h a t i t Is p o o r l y equipped t o dsslal with

i n t a n g i b l e variables. Rating sche S are b e t t e r s u i t e d t o address t h i s p r o b l m .
s are based on a combination o f t h e f o l l o w i n g s l m e n t s : a s e t o f

WE'S, weights ( u t i l i t y v a l u e s ) , ef?ectiveness values ( p r o b a b i l i t y t h a t a p a r t i c u l a r objective is
s a t i s f i e d ) , aggregate measure o f t o t a l achieve thod of r e l a t i n g t h i s aggregate
For t h e r a p i d e v a l u a t i o n o f a l t e r n a t i v e s o l u t i o n s t
is suggssted; the indices are s u b j e c t i v e r a t i n g f o r m fjt/cos2: r a t i 0 , sacci-nt rates
u n i t y value. For t h e e v a l u a t i o n o f l a r g e e n t as rammended by
Mackey and sweet16 o r Polus and T
Another approach combining econoatic a n a l y s i s and r a t i n g procedures w i t h u t i l i t y analysis techniques

has been developed by Mackey 2 3 t o g i v e e f f e c t i v e r e s u l t s .

Draft UTG 9, Pretoria, South Afr~cal991
,.a NW: W-
"" -i "
V-.- ""l
1., &h-

The end p r o d u c t o f t h e TS
nciated, well-planned
lementation. The i m p l e
s o l u t i o n has t o be conducted i n such a way that it
does n o t d e v i a t e from t h e chosen o b j e c t i v e s .
The p r a c t i c a l l o g i c o f t h e s o l u t i o n was ensured, in

g e n e r a l terms, e a r l i e r i n t h e p r o c e s s ( s e e Clause
2.3.2). A t t h i s s t a g e t h e s o l u t i o n has t o be
examined i n d e t a i l . The i m p l e m e n t a t i o n i n v o l v e s b o t h
~ h y s i c a l changes and o p e r a t i o n a l change; o f t h e
system, t h u s s e v e r a l departments a r e i n v o l v e d . The
co-ordination o f p l a n n i n g between t h e s e departments
i s a f u n c t i o n o f t h e C o - o r d i n a t i n g Team.
The v a r i o u s measures d e c i d e d upon have t o be designed

and t h e i r r e s p e c t i v e commencing and f i n i s h i n g t i m e s
identified. T h i s can, a d v a n t a g e o u s l y , be f a c i l i t a t e d
by t h e use o f one o f t h e p r o j e c t management
techniques, such as PERT o r GANTT c h a r t s , Critical
P a t h A n a l y s i s , o r r e a d i l y - a v a i l a b l e computer packages
( e . g. Super P r o j e c t ) .
After p l a n n i n g and d e s i g n a r e completed, the

i m p l e m e n t a t i o n o f t h e r e s u l t i n g TSM p r o j e c t w i l l
commence.

A n u n d e r l y i n g f e a t u r e o f t h e TSM p r o c e s s is its
continuity. The n a t u r a l t e n d e n c y o f a changed system
is to revert t o i t s original state. As this is
h l y u n d e s i r a b l e , t h e p e r f o r m a n c e o f t h e system has
t o be m o n i t o r e d i n o r d e r t o d e t e c t t h e symptoms o f
deterioration. D i r e c t e f f e c t s o f changes t o any
e l e m e n t o f t h e system a r e seen as changes t o t r a v e l
p a t t e r n s and i n d i r e c t consequence t h e r e o f , e.g.
r e d u c t i o n o r increase o f congestion, c o l l i s i o n , air
p o l l u t i o n , o p e r a t i n g c o s t s , p u b l i c t r a n s p o r t revenue,
etc.
2.7.2 The m o n i t o r i n g p r o c e s s s t a r t s w i t h t h e r e v i e w o f the

system performance b e f o r e t h e implementation of
changes. The s o u r c e o f i n f o r m a t i o n i s t h e "BEFORE"
surveys ( s e e Clause 2 . 3 . 2 ) . Next, i n view o f the
goals, o b j e c t i v e s and OE's, the r e s u l t s o f the
a n a l y s i s ( s e e Clause 2 . 3 . 4 ) a r e examined.
2.7.3 The n e x t s t e p i s t o p l a n and e x e c u t e " A F T E R " surveys

- these surveys a r e v i r t u a l l y a r e p e t i t i o n of the
"BEFORE" surveys, i . e . t h e same v a r i a b l e s , i n the
same a r e a s , on t h e same r o u t e s a r e o b s e r v e d .
2.7. The r e s u l t s o f t h e s u r v e y s a r e compared w i t h t h e

r e s u l t s o f t h e a n a l y s i s and t h e a c h i e v e d performance
i s compared w i t h t h e e x p e c t e d p e r f o r m a n c e . Large
discrepancies must be e x p l a i n e d and, if the
improvement i s unsatisfactory, c o r r e c t i v e measures
m u s t be i n t r o d u c e d .
2.7-5 I n o r d e r t o m a i n t a i n a d e s i r e d q u a l i t y o f t h e system
performance, t h e m o n i t o r i n g process should be
repeated p e r i o d i c a l l y . The assessment o f t h e system
a n d comparison o f t h e a c h i e v e d w i t h t h e d e s i r e d s t a t e
w i l l result i n t h e recommendations o f further
improvements or modifications o f the adopted
solution.

P=
Guidelines for the Transportation System Managernenf Process
Drail UTS 9, Pretoria, South Africa 1991
--A -HYPOTH=CAL. INTRODUCTION TO TRANSPORTATION r n A C 7 X C A L EXAP1PLES OF A C C ( & L _ L B B B L W T H I Q &
SYS
-- - T---
EM --
MANAGEMENT SYSTEM MANAGEMENT PROJECTS
In this elementary i n t r o d u c t i o n we w i l l use

simple Flow Charts and a hypothetical example t o
ilaustrate t h e TSM process. On t h e left hand
page iS a flow c h a r t showi ng the seven etages o f
the T9M process. Printed on each of the
Pollowing Beven l e f t hand pages are flow charts
showi'ng the steps w i t h i n each stage. On the
right hand page opposite the flow chart for a
p a r t i c u l a r stage a d e s c r i p t i o n o f the steps for
a hypothetical example w i l l be given.
The hypothetical ex p l e w i l l be f o r the town

called TSMTOWN w i t h a population o f 100 000.
Reference will be made to the attached
appendices t o illustrate their application 4n
the TSM process. Output Prom the
d i f f e r e n t stages o f the process f o r TSMTOWN w i l l
be given a t the end o f the hypothetical case
study.
Note that it is not the purpose of this

elementary i n t r o d u c t i o n t o cover a l l aspects of
the TSM process and should more detailed
information be required, t h e 'Guidelines f o r the
Transportation System Management Process' -
document PG3/88, sold by the Department of
Transport, shoul d be studied.
Guidelines for t h e Transportat~onSystem Management Process

The Town Engineer o f TSMT obtained approval
from the Town Council for the application o f
TSM and R50 000,OO was mads available art of
t h Cons61 idated Metropol i tan Transport Fund
and Council funds for the study.
The Municipal boundaries are used to determine MO. OF NO. OF EL

the extent of the study area. A map o f TSMT
showing the different operating environments i s MAIRES STATE-
attached as Output A.
The following existing data together with other

similar data was available Prom the Town
Engineer's Department.
o TSM Arterial/Fi rst Street Intersection

Traffic Count:
Date : 7 June 1989
Time : 07h00 to 08h00
LEFT RIGHT
TURN STRAIGHT TURN
TSM ARTERIAL
(North West Bound) 102 64 71
TSM ARTERIAL
(South East Bound) 55 189 289
FIRST STREET
(North East Bound) 24 145 16
FIRST STREET
(South West Bound) 38 565 78
The Professional Team and three groups (Those

Involved, Those Affected and Decision-makers)
were established comprising as many of the
representatives listed in Appendix A as was
possib7e and relevant. Meetings for each of
these groups were convened at which the members
were requested to complete the questionnaire in
Appendix B.
3.1.8 Town Council files were studied and all

complaints were scheduled according to problem
location, problelsr description, and problem
category. The public were also invited by
m a n s of the TSMTOWN Newsletter to either
telephone in or post any complaints they had
with the transportation eystem. These
complaints were also scheduled as before.
Each problem or need statement made by a questionnaire

respondent or complainant was input into a computer
data base. In each case the respondent/complainant's
code, their problem nwuber, problem location, problem
description and problem importance rating was input.
Draft ClTG 9, Pretoria, South Africa 1991
rtmw ratings for- a41 the
miPe ream-nts aggrg~ted far
each TSM element and prioriti
personal crwnp~er. The resu'lts of this are
rs tabled at a subwqw~4nl
ng of ttbg P r o f ~ m ~ i ~ g g l aYBWD.
4 &t th48
he diroctary of GoaSs md
Objectives (see Wpwndix C ) Por the @l
category of t r a l P i c congestion We To9 lw.iisa3
o b , j w t i v e s wers chosen ?or TSMYOWN.
o Increase t h e capac i % y of thm road.
ve t h e f u n c t i o n o f i n t e r s e c t i o n s .
~ t a t e m n t smade by quest+m n a f P@
respondent0 and casnplai n m t s Were tkn
aggregated using t h e personal computer b y first
c a t e g o r i s i n g statements together as shown i n L W
f i r s t column o f t h e t a b l e belaw a n d t h m glacing
a1 l statements meeting t h e sectand condi t i s n oP
tb t a b l e below on t h e same problem P s r m .
CATEGORY GF PROBLEM AGGREGATED ON QME

PROBLEMS PROBLEM FORM W E N :
o a v e ? g e trsrrue& z2.w 4cu ca*a Qnca b u . 6 ~ be4wzer1
1. Street Along same s t r e e t and between a&&ed p- on Lee S*ee;t cbnd 16re Cm d w m g
lengths same s t r e e t s bbeci: W pea&? b m $04
~ U a d & AM peak p m d
2. I n t e r s e c t i o n s A t i n t e r s e c t i o n o f same streets QC% b u w ;
3. General Belong t o t h e same TSM element Q &.~cjucuccy 04 4uv-ice on bucs #oU-LU 4w.u.i.n~ Lee
s&%x-t c o w 4 clvA4ng At4 peQk pe&Wd;
An example o f a problem form, OF which Part 1 Q lfAad&c WO- duun6. CtM W b w OPX adec-ted
'Prob'3em Aggregation' could be completed a t t h i s U;

stage, i s given i n Output C. This problm is 0 t.u.tm2 w e n g u - k c g o m Q ; t R u o n bucs mu-tes 4cucving
for t h e problem a t t h e i n t e r s e c t i o n o f t h e TT%M LQCZS-t-ea(2f C-S. ciuwn~AM peak pawd..

A r t e r i a l and F i r s t S t r e e t which we w i l l r e f e r t o
as problem no. 1.
For even a small urban community such as TSKr
i t can be a n t i c i p a t e d t h a t mare than a thov~cf
'problem and need' statements w i l l b
i & n t i f ied. In
cl rcumstances t h e prrpbl
these The W p ~ p o s e d.inc&&d &he &-Q:
and needs which are m l y r e p o r t & ance o r % w i m o & ' 1 C i P ~ v eixccl m b be op&.kbkt-ing cdu.&g lkLe p e a h
can be pigeon-holed unless circumstances pe-+b&? and t o b e cxaaakd by aeat.ciping the
a f a t a l accident warrants special i n v o s t i
. .
c*;ebb-tcn5/ -ipteo &we tma;
P a r t 2 o f t h e problem form 'Problem DePi o c2xp- .~&ICV.GI tO b e irx-t-mcducbzd on &W W ;
o pa&z-aPbd-~-icPe &o be kn t h e
o Determining t h e problem type i n accor v-y sd W W e x p s - u .cw?u.
w i t h A p p ~ n d i xD.
o Choosing the operating ensi romewt md
constraints P r m the l i s t i n Appendix E
and F r e s p e c t i v e l y .
o Using the Traffic Depar'ment ' S accident
s t a t i s t i c s t o obtain relevant extracts.
0 Checking whether d e F i c i e n c ~ e swere linked
or had system implications. By marking
problem locations on a map it becme
apparent that th@ problsm at tb
intersection of 19M A r t s r i e l ana Flrat
Street was linked t o c h a t o f the ~ntsr-
s e c t i o n o f TSM A r t e m a l a n d M a ~ nS t r e e t .
A l l i n f o r m a t i o n c o l l s c t a d and deduced was scheAul@d and
reflected on the Problem forms ?or study by the
Profess r ona l Taan.
-
The TranspoPeatien Infrastructur~ Oparsltiwral
Strategy was identified to be applicable to
problem no. 1.
By using t h schedule of strategies, tactics

and actions in Appendix G the following three
tactics were chosen:
o Reduce travel delays by adding capacity.

o Reduce travel delays through more eQ$ec-
tive use of existing capacity.
a Reduce travel delays by encouraging
travellers to use public transport.
The problem site at the intersection of the

TSM Arterial and First Street was inspected.
the inspection the foll~wing three possible

solutions, together with relevant Measures of
EfYectiveness from Appendix H were identified:
3.3.4 o Provide new turn lanes.

o Accidents
3.3.5 o Provide traffic lights.
o Traffic volumes including turning move-
ment s
3.3.6 o Providebuslanes.
o Queue lengths.
3.3.7 As no further solutions were considered necessary

Part 3 of the problem form (Output C) was now
completed.
3.3.8 Xt was decided that a sketch design of the

intersection layout including new turn lanes
should be prepared.
W b n the problems had been scheduled together with their

alternative solutions they were ready for study by the
ProPessional Team.

Draft ClTG 9, Pretoria, South Africa 1991
Use was made of the simple scale below to
Low High Low High
The costs were estimated by the transportation

consultants for the study as follows:
Solution I : New turn lanes : 3
Solution 2 : Traffic lights : 2
Solution 3 : Bus lanes : I
At a meeting of a working group of the
professional team the effectiveness with which
problems would be relieved by each of their
alternative solutions was discussed. As a
result of these discussions a rating on a five-
point scale called the "Effectiveness Rating"
was dtermined by the group for each of the
solutions. The estimate of delays and vol/cap The hey p-wcedwLe U& t o anaRyae t h e p&oponed plrchage
ratios was included in the "Effectiveness 04 TSM &zctic% waa ARC'a modal mod&,
Rating". For problem no. 1 these were:
Solution 1 : New turn lanes : 5 This model i s o f t h e f o r n
Solution2 : Traffic lights : 4 (Ut (Xtb)) B
p t ( X ) : -----------------
Solution 3 : Bus lanes : 2
Overall Rating for each alternative solution (Un ( X i b ) ) B + (Ut [ X i b f ) S
for each problem was calculated using the Pn ( X ) I 1 - P t i X j
following formula: where:
OVERALL RATING = (Fatal AccidentsiO,5)* ( A 1 1 Pt(X) p r o b a b ~ l i t y o f t a k ~ n g t r a n s i t f o r any
Accidents/mnth+O,S)*(Effect~vensss rating)* particular t r i p
(Times Hent i oned)/ (Costcode) P A ( X ) r p r o b a b i l i t y o f t a k i n g a u t o f o r any p a r t i -
(Note that the above formula is only one of a cular t r i p
number of techniques that are available for the Ut(Xtb) u t i l i t y f u n c t i o n i n c o r p o r a t i n g appro-
evaluation of TSM projects and was chossn p r i a t e costs X i , o f uslng t r a n s i t
because of its simplicity.) (References which and t h e coefficient, b i , o f t h e v a r i o u s
give further information in this regard are costs
provided. ) u ~ ( X t b ): analogous f u n c t i o n t o U t j X t b ) f o r a u t o
The Compatibility and Cmpliance checks shown in B : constant t h a t i s often varied f o r
blocks 3 . 4 . 4 , 3 . 4 . 5 , 3.4.6 and 3.4.7 of the d i f f e r e n t t r i p purposes,
flow chart where undertaken. The. modee 4pCCt mc&d -& b i - m o d a l ancb -Cd CCL-e-ib&&
In order to achieve system compatibility it was
decided that any improvements to the
intersection of TSM Arterial and First Street
would also require modifications to the
intersection of TSM Arterial and Main Street.
In addition it was ascertained that solution No.
3 , bus lanes, was in contradiction to the
chosen objective of increasing the capacity of B e w e 04 ~~y in accwat.&y rrxr;tcking
the road. e&-wohed condLtCom wLth mod&, pxoject
2he
Appendix I can be referred to for further team d d v e d o d y t h ~ ,mediated i n MOEa b o r n
examples of the application of Compatibility *e mod&. T h u e nume&& change.5 h HOE4 w e
and Compliance checks. tken to 1977 data ;to devebp
It was now possible to complete part 4 of the problem pe-acemge change.5. P u c e n t a g e changcx h NOEa w e
form (see output C) not deuelaped uhing modet ou-tpu-t LU t h e b u s . b e c a w e
otj t h e L w b - C e L t y 0 4 t h e mode-& -to accwuztdy u t i m a t e
bane yea^ vogum&/J and o - t h a 404 a U ~ubanean.

3 N SELECT

It was necessary to submit a report on the
selected solutions for approval by the Groups
and the Council.
In order to substantiate this report the

Professional Team elected to use the computer
programme package PASSER 11. This programme was
selected as it is particularly appropriate for
an arterial corridor .
The following results were obtained from the
PASSER I1 modelling of the three possible
solutions, T h e No& Rand R& - R rutd Ratepay- be
hv.L-ted t.u a mectt;ing aA wkich &he N O W Gmup
ALTERNATIVE EFFI- AV. VOL/ T e c h n i q u e 04 c
on&i.& ~cuo&-tionbe uaed -in an
SOLUTION CIENCY DELAY CAP endeavow~ to ackieve wmert.su o v w &eeway
(SECS/ pwpo&,
VEH.)
1. New Turn
Lanes 0,70
2. Synchro-
ni sed
Traffic
Lights 0,65
3. Bus Lanes 0,94
It is important, as part of the TSM process, to The eotabelshment 04 a 8 0 R 4 b u g MU.eL.j-D&ci@e

follow up the resolution of problems which are T W and Than*po&ati.on G-mup.
the responsibility of Authorities other than the
TSMTOWN Council. Unless this is done
respondents will feel that they have wasted
giving of their time and effort.
For the same reason it is important that

solutions already programmed are pursued for
expeditious completion.
Solution no. 2, the provision of traffic lights,

was chosen as the alternative to be implemented
for problem no. 1 as it was the highest rated
solution meeting the compatibi 1ity and
com~liancechecks.
Clearly in a full TSM study other identified

problems and needs will require simi'lar
attention to that given to the chosen example.
As data for one of the Measures of Effectiveness for

problem no. 1 queue lengths, was not available arrange-
ments were made for field measurements to be undertaken
prior to implementation.
.' "' ~
' " ~. ., . ," ,. .' "* .. .' *, .,*** ~. '~, ,. .. <, *, .. ,, ~' ~ ...,..*.*.
, . , , ~ , . . . , ~ ~ * . . . . "
. e , ~ * ' . . v * . * ......., # # ..* S . . . . . . ' . . . .
. . * . # . . . . , , , . * ,
..,.*,.,*.
b , . , , , * , ' * . ~ , .
"...,..........'...'...~....,~
' . . * . . * '
%
. '
,
,
,
'
'
~
*
#
,
.
s
'
.
Z ~
,
.
.
.
.
,
'
,
*
.
.
~
.
~
~
.
.
,
. . , . . , b *

The funds r e q u i r e d f o r the p r o v i s i o n o f a new
t r a f f i c controller a t the TSM Arterial/First
Street i n t e r s e c t i o n and synchronisation along
the arterial were approved by the TSMTOWN
Counci 7 on 18 December 1989.
PERT and GANTT c h a r t s f o r t h e implementation o f

the p r o j e c t were prepared t o enable both the
delegation o f tasks t o different Departments
and the management of time and manpower
resources. The PERT and GANTT c h a r t s can be
found i n o u t p u t s D and E r e s p e c t i v e l y .
T r a f f i c law enforcement o f f i c e r s a s s i s t e d with

the c o n t r o l o f t r a f f i c d u r i n g t h e changing of
roadmarkings and s i g n s and t h e bringing into
operation of the t r a f f i c lights in off-peak
periods t o ensure t h a t t h e implementation of
the p r o j e c t d i d not have a d e t r i m e n t a l effect
on t r a f f i c .
It i s an e s s e n t i a l requirement o f t h e TSM process t h a t

t h e e f f i c i e n c y o f t h e implementation be examined. This
i s c a r r i e d out by s i t e i n s p e c t i o n s and monitoring.
Comhg a LGhiXe d o a w t o home the picime -impXmnltation

phojecrt $ o m t h e S p h y a TSM vtuciy U -the comtwc-t-ion
od a m o w &am&a ewe. Th& wa-j Eocated be-tween
Sphinya . u L & a y &k&.Lon and t h e d i n w e d Town HaRe and
Libmy, the .&aAAa bu-ieding4 b a n g conve&+ed i&o a
6hopphy p4ecinc-t. By L(-ding the TSM paoce.5a M e coa-t
04 t h i a @ c U L t y wan seduced &torn an ant-icipa-ted R4
m i U o n -to R2,4 r n W o n .

3.7.1/ As p a r t o f t h e i n i t i a l stages o f t h e assessmenl
3.7.2/ of improvement needs and p o t e n t i a l Tor t h e TSI The a u W a o$ 2Ae appeicwXom o$ t k e TSM pmc-a ;to
3.7'3 process f o r t h e f o l l o w i n g year t h e Measures 01 .the Loa A n g d c u G c a m u m e apeotacLceLu. HappCey # % e

E f f e c t i v e n e s s f o r t h e TSM A r t e r i a l / F i r s t Streel Gum- phowed popi&x, e$&cien;t and m art a w&t.
i n t e r s e c t i o n were measured. I t was found thal The w e od T m p o W o n Sya-tem M a n a g U wa4 vduii-
despite t h e increase i n t r a f f i c volumes thert &ed .
had been a reduction i n both accidents an(
queue lengths. These r e s u l t s were p u b l i s h e d i t
the TSMTOWN Newsletter together with at

invitation t o t h e p u b l i c t o once again reporl
t h e i r t r a n s p o r t a t i o n problems.
3.7.4 I f f o r any reason t h e implementation had prove(

to be inadequate i t would o f course have beer
necessary, as p a r t of the TSM process, t o re- Aa a ~undamentaeb U a pane&, c b a e n h accowfunce
i n v e s t i g a t e and p u t r i g h t any problems i n ordet wi;th the 1985 Cennw aea& boa e e E a t Rand mea
f o r t h e p u b l i c ' s s a t i s f a c t i o n t o be obtained. dth aegmd -to aye/aex/edu&on/income W daected.
Faom t h a n e xesuX.tj -Ct can be deducted &a2 wilth peope4

colzrt.rot and U o&gan-i.Jed pubfic invo&vmen;t, c0-m
inpLut pgannirty oh mod& &tanq+z &cLeCtiea can

OUTPUT A : TSMTOWN O p e r a t i n g E n v i r o n m e n t s .
OUTPUT B : TSMTOWN A g g r e g a t e d and P r i o r t i s e d

TSM E l e m e n t I m p o r t a n c e R a t i n g s .
OUTPUT C : TSMTOWN P r o b l e m Form f o r Problem

No. 1 .
OUTPUT D : TSMTOWN P r o j e c t No. 1 PERT C h a r t .
OUTPUT E : TSMTOWN P r o j e c t No. 1 GANTT C h a r t .

Draft UTG 9, Pretoria, South Afrrca 1991
o=
OUTPUT B
Element Percentage
Page R a t in of Total
Total
Operationa7 - T r a f f i c C o n t r o l 18
Operational - Congssti~n 15
perational - Safety ll
Car/Truck 16
Human F a c t o r - E d u c a t i o n 8
Human F a c t o r - L w Enforcement 7
Starage - p a r k i n and l o a d i n g 6
p ? aces
Land use 5
Storage - T r a n s f e r Terminus 495
P s d e s t r i an 4
395
3,4
276
2
TOTAL

Draf? UTG 9, Pretoria, South Africa 1991
ER : F i r s t S t r e e t
intersection
-1
DATE REPORTED
% right turns
e
Dangerous i n t e r s e c t i o n
Congestion
manpower s h o r t . a g e / F i n a n c i a l
AG IES P.A. : 1 ALL I N J U R I E S
SY
AUTHORITY TSMT OWN
DATE 2EPORTED 1/11/89 1/11/89 1/11/89
Add C a p a c i t y More e f f e c t i v e Encourage pub-

use 9 ic t r a n s p o r t
- Queue lengths

Draft UTG 9, Pretor~a,South Afrrca 1991
I L l 0 1
10, 5 1
1.c l l
1 0 0 1
I & N I
I c a I
OUTPUT D
l 0 0 0 l
I - r a m i
t c , t I
I (Llfl)W l
- ------
+
I L- 0
OaJmJt
aro
O O W N
I
I
I
l
+
I L
I @ @ W l
I U -
(Vcmi I
-
1 1
l
0 Q COI l
O b - W - l

OUTPUT E
l 0 1
Icr,
I
I
( D 1
I m " l
. X . .
' X . .
. X . S .
. . . . . .
.
.
.
.
.
.
B
.
.
.
.
1 . x
I L L
I
1
.
. X . .
. .
. . . . . .
. . . S .
0
0
I
I ' X . . . . . . . .
Z N 1
.<:
" 1
I
. X . .
. X s .
. X . . . . . . . .
. . . . . .
. . S . . .
3 1 . X . . . . . . * .
m Y
t a
C 0
Qt-
Guidelin es for the Transportation System Management Pro(

Draft U7*G 9, Pretoria, South Africa 1991
LIST OF APPENDICES
APPENDIX A : C o m p o s i t i o n o f t h e Professional Team and

Three Groups.
APPENDIX B : TSM Questionnaire.
APPENDIX C : Directory o f Problems, Goals and
Objectives Appropri ate to Recommended
Quest i onnai re.
APPENDIX D : Determination of Problem Type.

APPENDIX E : Operating Environments Checklist.
APPENDIX F : Check] ist o f Potential TSM Constraint
Areas.
APPENDIX G : Schedule of Strategies, Tactics and
Actions.
APPENDIX H : Checklist o f Measures of Effectiveness.
APPENDIX I : Compatibility and Compliance checks.

Draft UTG 9, Pretoria, South Africa l991
A=
PEWD A
APPENDIX A : COMPOSITION OF THE PROFESSIONAL TEAM AND THREE GROUPS
THE PROFESSIONAL TEAM
As t h e f o u r elements o f t h e T r a n s p o r t a t i o n System a r e Land Use,

Transportation Infrastructure, T r a n s p o r t a t i o n Modes and Human
Factor, i t i s d e s i r a b l e t h a t , t h e team s h o u l d have members who
represent these elements.
Thus t h e team s h o u l d have w i t h i n t h e i r membership a Town P l a n n e r ,

a Transportation Planner, a P u b l i c Transport Operator, a
P s y c h o l o g i s t and E n g i n e e r s .
Further i t c o u l d be c o n s i d e r e d desirable that representation

w i t h i n t h e P r o f e s s i o n a l Team s h o u l d c o v e r a l l a s p e c t s e n u n c i a t e d
i n t h e TSM d e f i n i t i o n , v i z . I n v e s t m e n t , Regulatory, Monitoring,
P r i c i n g , O p e r a t i n g and S e r v i c i n g .
This i m p l i e s t h e a d d i t i o n o f a man o r men w i t h e x p e r t i s e i n

management, financial and, p o s s i b l y , l e g a l matters, preferably
conversant i n t h e problems o f t r a n s p o r t a t i o n . Such m l d
t h e Town C l e r k o r Town S e c r e t a r y , o r members o f h i s d e p a r t m e n t .
For t h e e f f i c i e n t o p e r a t i o n o f t h e TSM p r o c e s s a m a r k e t i n g man

with special e x p e r t i s e m i g h t become i n v a l u a b l e and s h o u l d be
appointed r i g h t from the s t a r t o f t h e process.
I t i s g e n e r a l l y considered t h a t f o r t h e b e s t performance of the

Professional Team t h e Chairman s h o u l d p r e f e r a b l y be a C i t y / T o w n
Engineer, C h i e f T r a f f i c O f f i c e r o r T r a n s p o r t a t i o n Planner w i t h t h e
f o l l o w ~ n gq u a l i t i e s :
o a b i l i t y t o lead people;
o i m p a r t i a l i t y and openness t o new i d e a s ;
o be1 i e f i n the b e n e f i t s t o be achieved from the

TSM p r o c e s s ;
o good u n d e r s t a n d i n g o f g r o u p behaviour, inductive

and d e d u c t i v e logic processes, a l l leading t o the
a b i l i t y t o handle p e o p l e ; and
o patience.
Guidelines for the Transportation System Management process

o Group I : Decision-makers
T h i s g r o u p s h o u l d L,ornprise r e p r e s e n t a t i v e s f r o m c o m m u n i t i e s and
a17 t h r e e l e v e l s o f g o v e r n m e n t :
Commun i t ie s - Community L e a d e r s
L o c a l author it,^ - The Town/ C i t y C o u n c i l , and c o n t i g u o u s Town
and Community C o u n c i l s
The Management Committee
Heads o f D e p a r t m e n t s
Regional S e r v i c e s Council
P r o v i n c i a1 - Members o f t h e E x e c u t i v e C o u n c i l
Roads Branch
Community Development Branch
Central - Members of P a r l i a m e n t
Department o f Transport
Department o f P l a n n i n g and P r o v i r c i a l A f f a i r s
Department o f N a t i o n a l E d u c a t i o n
Department o f L o c a l Government a ~ d Human

Affairs
o Group I 1 : I n v o l v e d i n T r a n s p o r t a t i o n
T h i s group c o n s i s t s o f members who a r e a s s o c i a t e d w i t h o r i n v o l v e d

i n t h e o p e r a t i o n o f a t r a n s p o r t a t i o n mode. Once a g a i n t h e r e w i l l
be representation from m u n i c i p a l departments involved in
transportation i n addition t o representatives from the various
operators i n t h e area.
Municipal - Land use
- Urban d e v e l o p m e n t
- Road d e v e l o p m e n t
- T r a f f i c Department
- T r a n s p o r t Department
- T r a f f i c E n g i n e e r i n g Department
Operators - Spoornet
- P r i v a t e Bus O p e r a t o r s
- South A f r i c a n B l a c k T a x i A s s o c i a t i o n
- Public Carrier Association
- L o c a l Road T r a n s p o r t a t i o n Board
- P r i v a t e Heavy H a u l i e r s
Guldellnes for the Transportatron System Management Process
A-
Group I11 : A f f e c t e d b y T r a n s p o r t a t i o n
The t h i r d group c o n s i s t s o f i n s t i t u t i o n s o r i n d i v i d u a l s w h i c h a r e
a f f e c t e d by t r a n s p o r t a t i o n e i t h e r by v i r t u e o f l o c a t i o n , use o r
activity.
Municipal - Town C l e r k / S e c r e t a r y o f Department and

Management S e r v i c e s
- Town T r e a s u r e r ' s Department

- Department o f Community S e r v i c e s :
Parks
F i r e Brigade
Library
Heal t h
I n s t i t u t i o n s and
Individuals - B l a c k Township R e p r e s e n t a t i v e s
- Residentsl/Ratepayers' Associations
- Automobile A s s o c i a t i o n ( L o c a l & Regional)
- Commerce/Industry Representatives
- South A f r i c a n P o l i c e
- I n d i v i d u a l Businesses
- Local A u t h o r i t y I n h a b i t a n t s
- Community o r g a n i s a t i o n s such as:
Rotary,
Round T a b l e ,
Lions,
Woman's O r g a n i s a t i o n s ,
Church and School
0,rganis a t ions
However, i n o r d e r t o deal w i t h a r e a s o f s p e c i a l i n t e r e s t , it
may become necessary t o e s t a b l i s h groups w i t h t h e f u n c t i o n t o
e x p l o r e t h e needs and problems i n such a r e a s such as:
o t h e C e n t r a l Business D i s t r i c t ;
o i n d i v i d u a l schools o r 'Education' as a s u b j e c t ;
o environmental p r o t e c t i o n ;
o noise l i m i t a t i o n i n s e n s i t i v e areas;
o harbour developments, etc.
I n a d d i t i o n , i t i s necessary t o canvass l o c a l o p i n i o n by way

o f sample i n d i v i d u a l i n t e r v i e w s .

APPENDIX B : TSM QUESTIONNAIRE
Laca l Authority
D/IIAjP Nusber 1 I I I I
-.,-------
Date: ---
Year;Honth;Day. I I It f I ( (
TRANSPORTATION SYSTEM MANAGEMENT - QUESTIONNAIRE
I D E N T I F I C A T I O N OF IMPROYEHEHT NEEDS AND POTENTIAL
PLEASE ANSVER THE QUESTIOtiS WHICH ARE A F P L I C A B L E TO THE TRANSPORT F A C I L I T I E S A I D HODES USE, YOU ARE
REQUESTED TO G I Y E Y I E t ON HOW YOU EXPERIENCE THE TRkNSPGRTATION SYSTEM.
C o m m e n t s u p o n t r a n s p o r t f a c i l i t i ~ s a n d m o d e s w h i c h you d o n o t u s e r e g u l a r l y a r e w e l c o m e b u t s h o u l d
be i d e n t i f i e d ,

T A B L E O F CONTENTS
1. TRANSPORT I N F R A S T R U C T U R E
.
1 1 OPERATIONAL
1.1.1 Congestion
1.1.2 Safety
1.1.3 Traffic Control
1.2 STORAGE
1.2.1 Transfer Terminus

1.2.2 P a r k i n g and L o a d i n g P l a c e s
2. TRANSPORT MODES
2.2 BUS
2.3 TRAIN
2.4 TAXI
2.5 BICYCLE
2.6 PEDESTRIAN
3. LAND USE
4. THE HUMAN FACTOR
4.1 EDUCATION
4.2 LAW ENFORCEMENT
5. PERSONAL I N F O R M A T I O N
Gu~deirnesfor the Transportat~onSystem Management Process

Your t i t l e please (Delete which a r e inapplicable):
Prof /Dr/Hr/l(rs/Hiss
9
2 , I n i t i a l s and surnane
Home address
Home telephone number
York address
- - - - -
York telephone nuaber -

Tick the applicable age block
Under 15 15-24 25-34 3 5 - 4 4 45-54 55-64 65-74 1st
Tick highest education level
In which incone group do you f a l l ?
Yhat i s your occupation and i n which sector do you work?
Vhich mode of transport do you use the aost?

m-
APPENDIX C: DIRECTORY OF PROBLEMS, GOALS AND OBJECTIVES APPROPRIATE TO
GOAL OBJECTIVE
1. T r a f f i c 1. To e l i m i n a t e 1. I n c r e a s e ehe c a p a c i t y o f
congestion craffic t h e road.
Vehicles or congestion
la. I d e n t i f y and use s p a r e
pedestrian
c a p a c i ~ .y
( l . f . 1 Congestion) 2. Improve t h e funccion of
intersections and inter-
changes.
Reduce t h e amount o f t h r o u g h
traffic.
Reduce p e r i o d o f c o n g e s t i o n .
I n c r e a s e v e h i c l e occupancy.
Supervise conveyance of
hazardous m a t e r i a l s .
Distribute peak period
t r a f f i c volumes more e v e n l y .
Provide adequace sidewalk
capacity.
Improve transit criivel
t ln;es.
Improve c a r t r a v e l c i n e s
Utilise o n e -vay r o u t ing
system.
Increase vehicle speeds.

D e c r e a s e number of incer-
mediate scops.
Decrease excess d i s t a n c e .
Increase the frequency of
service.
Decrease stopping time.
Reduce public transpori
fares.
Increase user convenience
and c o m f o r t .
Provide construction of
By-Pass R o u t e s .

GOAL OBJECTIVE
Acquaint u s e r s vith the
r o u t e s and s a r v i c e s n v a i l -
able.
Improve s c h e d u l e s t o s c h i e v e
b e t t e r connections.
Improve t h e reliability of
the service.
Provide b e t t e r c o l l e c ~ i o n / -
d i s t r i b u t i o n and internal
circulation service in
low-density areas - idenrify
sldw- and f a s L-moving
vehicles.
2 . Safety 1. To a c h i e v e Improve u n s a f e g e o m e t r i c
(1 .1 . 2 Safety) the f u l l layouts.
safety of the
Reduce t h e o c c u r r e n c e o f
cransportacion
traffic accidents.
system users.
Hinimise i n t e r n a l c o n f l i c t .
Improve t h e p h y s i c a l c o n d i -
tions of the roads and
pavenentrs .
P r o v i d e a d e q u a c e lighting.
Improve t h e s t r e e r f u r n i t u r e
i n general.
I ~ p r o v ea c c e s s b e c v e e n l a n d
use and trans2orca~ion
s y s cem.
Improve t h e p e r s o n a l s e c u -
r i t y o f a l l Urban t r a v e l -
lers.
Increase level of road
s a f e t y knovledge b y Educa-'
cion.
I q r o v e skid resistance of
slippery roads.
3 . Law E n f o r c e - 1. To a c h i e v e t h e To m i n i m i s e t h e . n u m b e r o f
menc. f u l l level of d r i v e r s under the influence
( 1 . 1 . 3 T r a f f i c Control ) l a w e n f o r c e m e n t , of a l c o h o l and o t h e r drugs.
To r e d u c e t h e number of
drivers not biding by
craffic regulations.
Improve t h e education o f a l l
people with regard t o the
use of transpor i at ion
facilities.
GOAL OBJECTIVE
To improve t h e quclicy of
s e r v i c e on main trcnsports-
t i o n Links.
To e n s u r e v a l i d i t y of all
drivers' licences.
To e n s u r e r o a d u o r t h i n s s s of
a11 vehicles.
T o e n s u r e t h a t t h e lay is
v a l i d and q p r o p r i a c e .
P r o v i d e o f f i c e r s on p o i n c -
d u t y and t r a f f i c s i g n a l s a s
appropriaie.
L . Poor q u a l i t y 1. Top q u a l i t y Provide s e c u r i r y measures a t

of tracsfer transfer a l l facilities.
facilities. facilities.
Improve t h e l o c a t i o n s o f t h e
( 1 .2.1 T r a n s f e r Terminus) facilicies.
Improve the qualicy of
amenizies of transfer
facilicles.
Improve t h e managenent of
transfer fscilities.
E n c o u r a ~ ec o r r e c t u s s g e o f
ap7roprlat e crznspotc
Heavy R a l l / L F ~ h t R a i l / S u s / -
Combi-Taxi/Taxi/Privz:e car.
5a. Inadeq*~zte 1. F u l l p r o v i s i o n P r o v i s i o n o f enough p a r k i n g

znd pocr of parking t o s a t i s f y t h e demand : o n -
provision of facilities. s t r e e t and o f f - s t r e e t .
~zrking P z o v i d e p a r k i n g a t more
facilities.
convenient locations.
(1.2.2 Parking and Loading) Improve t k e a c c e s s i b i l i t y o f
parking l o t s and gartges.
Provide adequate parking
Provide parkin
term users.
Provide adequate size ,
angled and efficiently
l a i d - o u t parking bays.
Parking charges CO be
c o r r e c t l y p r i c e d relatively.
Res t r i c c parking -w-hen
necessary.

PR0BLEf.I -
GOAL OBJECTIVE
5b. Inadequate l . Proper p r o - 1. Efficient use of s t r e e t

and poor vision of v i d t h s f o r p a r k i n g and
provision o f loading loading.
loading facilities.
2. Kaximirm u s e o f o f f - s c r e e c
facilisies. loading r e l a t i v e to on-
s t r e e c Loading.
(1.2.2 P a r k i n g and Loading)

D
APPENDIX D: DETERMINATION OF PROBLEM TYPE
VERIFIED
I
V
VITHIN LA'S
RES?OFSIBILITY ES PONS I BILITY
I
I OF
CORREL~TION ALTiitVATIVE SOLUTIONS /

ND
DIX E: OPERATING ENVIRONMENTS C H E C K L I S T
G COKHERCIAL CENTRES
Cormercial e s t z b l i s h n e n t planned, developed,
o m e d a n d managed a s a n o p e r a t i n g u n i t , e . g .
Menlyn ( ~ r e t o r i a ) , S a n d t o n C i t y .
lit4308 EMPLOYHENT CENTRES

Industrial, research o r o f f i c e f a c i l i t i e s ,
grouped i n t o a s i n g l e g e o g r a p h i c l o c a t i o n ; aiiple
p a r k i n g , homogeneous l a n d u s e , a c c e s s t o f r e e w a y .
iK4JOR INSTITUTIONAL CENTRES

Institutional l a n d u s e s s u c h a s u n i v e r s i t i e s ,
hospitals, sport stadia; single administration.
MODAL TRJWSFEX CENTRES

F a c i l i t i e s p r o v i d i n g t h e means o f t r a n s f e r r i n g
from one n o d e of t r a v e l t o a n o t h e r , o r o f
c h a s i n g r o u t e s v i t h i n t h e sane. mode.
NZIG22OLri;?&OOD iiiZ3.S
I d e n - i f i a b i e a r e a s of r e s i d e n t i a l developnent
~ i t h v h i c h r e s i d e a t s h a v e a f e e l i n g cf i d e n t i t y .
CENT3.I BCSISZSS DISTRICTS

Tze focal y o i n t o f a c t i v i t y i n a n u r b a n a r e a ;
suburban c e n t r e s a r e a l s o included.
U T E 3 I I j L CD?~IlZXlij;S
I n c l u d e w a t e r s h e d o f t r i p s on t h e a r ~ e r i a land
t h e c o l l e c t o r and l o c a l s t r e e t s v i t h i n i t .
i3ETGA.Y COR2IDORS
I n c l u d e f r e e w a y znG p a r a l l e l a n d t r a n s v e r s e
a r t e r i a l s ; p u b l i c t r a n s p o r t o p e r a t i n g o n them.
P u b l i c t r a n s p o r t ( r a i l , b u s , cornbi t a x i ) s e r v i n g
d e f i n e d c o m u t e r r o u t e , i n c l u d i n g t e m i n a l and
zlong t h e r o u t e f a c i l i t i e s .
E G I O X A L '4R.E.G
t a p h i c a r e a t h a t h a s been Q e s i
mrpose of develo i c g co-ordinated long range
plans; under t h e j u r i s d i c t i o n of one a u t h o r i t y .
NOTE: O p e r a t i n g E n v i r o n m e n t s a r e g e n e r a l l y i d e n t i f i e d by t h e i r
functional boundaries, e i t h e r geographic o r topographic. However,
i t c o u l d be d e s i r a b l e t a s u b d i v i d e i n r o s m a l l e r a r e a s o n e n v i r o n -
m e n t a l o r o t h e r c o n s i d e r a t i o n s and t h i s i s p e r f e c t l y a c c e p t a b l e .
The Q p e r a t i n g E n v i r o n i n e n t b o u n d a r y e x t e n t u i l l g e n e r a l l y o f n e c e s -
s i t y v a r y w i t h t h e s i z e and magnitude of t h e s t u d y a r e a .

APPENDIX F: CHECKLIST OF POTENTIAL T S M CONSTRAINT A R E A S
1 9 . CC5ST?,l.iYiS UNIQUE IN THE TSH STUDY F-P.EA

PPENDIX G: SCBPDW OF STRATEGIES, TACTICS AWD ACTIONS
CONGESTION
ACTIONS APPLIED IN ACTIONS APPLIED ALONG ACTIONS APPLIED THROUGH-

TACTIC OR NEAR CENTER OUT URBAN AREA
Traffrc Con~estionon Freeways or other Yalor Fac~lrties (such as Bridges and Tunnels)
A. Reduce travel delays - New lanes reserved for
by adding capacity to buses and carpoals
facility Differential Tolls
Few reversible lanes
Extended ramps and merge
zones
R G V Lanes
Van Pools
B. Reduce travel delays - Ramp Metering

through more effec- - Ccntra-flow or
tive use of existing Ievers lble Lanes
capacity ~reierentral/~xclusive
Entrance Ramps
Ramp closures
Travel in breakdown lane
during peak
ACTIONS APPLIED IN
ACTIONS APPLIED ALONG ACTIONS APPLIED THROUGH-
TACTIC SUBAREAS IN OR NEAR OUT URBAN AREA
CORRIDOR CORRIDORS
Traffic Congestion on Arterial Streets and Highways

A. Reduce travel delays - New lanes
by adding capacity New segments paralleling
in corridor or bypassrng congested
segments
~nderlover-passes
D. R~ilucptrav~ldela~s - Peak perlad on-street

t~roughmore effect~ve parking and loading bans
use of exrstlng Prefrrentral/~xcluslve
capacity Many of the - S ~ g n a ltlning and phases
actrons i~stednay he - S lgnal CO-ora1r:atlon
applled on cross Modifled rntersection
streets to allow more geometry
green on tne Reversrble l a w s
Corridor Artpry (whlle - 2-'way rxght-tnrn lanes
rnalnt ar-,lrig level of - Medrans, islands
servxce on the cross - Turn proh~brtrons or
streets) rerau: lng
Access control
Gne-kay parrs
B ~ c y cLe Zanes
C. Reduce travel delays - Bus ard carpool lanes Modified public trans- - Public transport tickets
by eviourag~ng or bypasses port routes - Bus and carpool infor-
travellers to use SLgnnl pre-emption Employer pooling pro- mation and marketing
puh;rc transport Limited-stop or express gramme
and ~arpools buirs Employer subsldy of
Expandea bus routes public transport tickets
Ircreased bus frequency
Park/rzde lots
D. Reduce travel delays - Flexlble working hours

by encouragrng trips - Reduced off-peak or
to t c made at less Increased peak parking
congested times rate.;;
E. Reduce travel delays - Actions listed under - Geometric and signali-

by encouragrng trips Strategies A and B: zation improvements on
to use parallel free- Reduce travel delays by access roads
ways or Truck Routes adding capacity to free-
ways or through making
more effectrve use of
their existing capacity
Guidel~nesfor the Transportat~onSystem Management Process

1.1 TRANSPORTATION IEIPRASTRUC'llJRE - OPERATIOW SrxATEGY (Continued)
--
ACTIONS APPLIED IN ACTIONS APPLIED IN OR ACTIONS APPLIED THROUGH-
TACTIC OR NEAR TOWN CENTRE OUT lRBW AiiEA
High Acc:de-it or Insurance Rates

A Reduce accident rates - Intersection and - Intersection and segment - Rotary, grade crossing
by improving roadway segment design design and guardrail replacement
deslgn and operations - Signals and phases - S~gnalsand phases programmes
- Traffic flow management - Revised design signing,
- Pedestrian and bicycle striping and signal
circuLation improvements standards
B. Reduce accident rates - Traffic law enforcement - Driver training

by improving driver - Signal co-ordination - Revised signing, striping
behaviour - Improved warning and and signal standards
informational signs - Revised fine structure for
traffic violations
C. Reduce accident rates - Spot inspections - Vehicle inspection pro-

by improving vehicle - Increased enforcement cedures
safety of vehicle standards - Reduced excise and sales
taxes on new cars
- Bus maintenance programme
- Increased fines for
vehicle violations
ACTIONS APPLIED IN ACTTOEjS APPLIED IN OR ACTIONS APPLIED T

TACTIC OR N U R TOWN CENTRE OUT URBAPj AREA
Unsafe or Inadequate Routes for Pedestrians and Cyclists

Improve safety of - New sidewalks ana cross- - New sidewalks and cross- - Aid to motorists
exlsting routes walks walks
- New srgns and slgnals - New signs and signals
- Signal pnase changes - Signal phase changes
- Wider sldewalks
- Curb parklng restrictions
Inadeq~atesxght or stopplng distance

1r:crense time avail- - New signals or stop signs - Speed restricEions
able for driver - On-street parking res-
renctlon trrnl:ig cnanges trlcErons or removal
- Warning devrces - Warning dex~lces
Guidelines for t h e Transportation System Management Process

1.1 TRANSPORTATTOW INPRASTRUCTUTiP. - OP T I O W STRATEGY (Continued)
ACTIONS APPLIED IN ACTIONS APPLIED ALONG ACTIO

TACTIC OR N U R CENTER
Traffic Zon~est:on in or near Town Center

Reduce travel delays - New lanes - Eliminate sharp corners
by addlng capacity - New segments - Improve Sight Distance
- Intersections - Improve road surface
- Geometry condition
- Install computerised - Provide adequate street
Signal Control System lighting
- Widen narrow roads
Reduce travel delays - Signal Co-ordination

through more effec- - On-street parklng and
tive use of existing loading restrictions
capacity - Expanded off-street and
on-street parklng and - Monitoring and surveillance
loaarng areas - Left turn on Red
- Cne-way street systems - Reversible streets
- Relocated bus stops
- Street and intersection
geometry
- Turn lanes, signal phases
or controls
- Side street and curb cut
clos~re
- Parkrng enforcement
Reduce traffic delays - Time limits and increased

by reducrng internal rates for convenient
circulation trips by spaces
auto (including - Reduced rates for remote
search for parking) spaces
- New parking lots or
garages
- Shuttle publlc transport
- Covered walkways
- Parcel check and pick-up
poxnts
Reduce travel delays - Street acd intersection

through more effective geometry
use of exlsting - Signals and phases
capacity - Traffic flow management
- Access control
- Reduced on-street parking
- Pbrking enforcement
Increase utilisation - Tine limits and lncreased
of existing spaces rates for co?venlent
spaces
- Trdfflc flob controls to
encourage use of remote
lots
Increase parking - Neb or expanded off-street

capacity l o t 5 or gsrages
- Slde-street conversion to
parkrile
Improve service - Improve non-auto service - Improve non-auto service - Improve non-auto service
quality on other quality fram neighbour- quality from neighbour- quality from neighbour-
modes to encourage hoods to town c e n ~ e r hoods to town center hoods to town center
their use
Guidelines for the Transportat~onSystem Management Process

1.1 TRANSPORTATION INFRASTRUCTURE - OPERATIONAL S W = (Continued)
W P I C CONTROL
ACTIONS APPLIED AT ACTIONS APPLIED BEWEEN

TACTIC INTERSECTIONS INTERSECTIONS
Traffic Engineering - New sr - 2-way right-turn lanes

- Signals phasrng and - Expanded off-street park-
trrn~ngchanges ing or loading areas
- Turn lanes- - On-street parking res-
- Str~ping trictions or removal
- Traffic police
- Islands painted
- Right turn prohibitions
- Jug-handles - Side street curb cut
- On-street parking res- cLosures
trictrons near inter- - On-streec parking res-
sections trictions or removal
- Expanded off-street park-
ing or loading areas
ACTIONS APPLIED IN ACTIONS APPLIED ALONG ACTIONS APPLIED TUROUGH-

TACTIC OR N " M CENTER APPROACH CORRIDORS OUT URBAN AREA
Reduce travel delays - Signal CO-ordination - Improve the level of

through more effective - Reversible lanes enforcement
use of existing - On-street parking and
capacity loading bans
- Turn restrictions
- One-way street system
Reduce travel delays - New lanes and segments - Relocating bus stops
by adding capacity
Reduce travel delays - Bus/carpool priority - Expanded bus service - Public transport tickets
by encouraging corn- measures - Express bus - Bus/carpool marketing
muters to use puolic - Parklng fees and space - Bus schedule CO-ordi-
transnort ana car- ass~gnment nation
pools - Bus pass subsrdy - Park/ride lots
- Enployer pooling program - Park/pool lots
- Modxf~edpublic trans- - Bus/carpool priority
port drstrrbutlon routes measures
Fcducc. travel delays - Staggered or flexible

~y ewouraglng corn- workl~ghours
nbters to travel at
less congestpc t m e s
Reduce ttavel delays - Reversrble lanes

b y encouraging - One-way street systems
through tr:ps to - Signal and tlnlng
use utner routes - Street and intersection
geometry
Divert tlrr ougti traffic - Neu segrnencs arld lanes

to r e w or rrnproved - Slgnal co-ordination
alternatrve routes - Speed control devices
- Street closures
- Traf f ic flow management
Guidel~nesfor the Transportation System Management Process

ACTIONS APPLIED ALONG IN SUB- ACTIONS APPLIED THROUGH-
TACTIC AREAS IN OR NEAR
CORRIDORS OUT URBAN AREA
CORRIDORS
kcllqine, Sales in Town Centres

A. R e d ~ c ecar travel
time from nerghbour-
hoods to center
parking
B. Impro-~eservice - Merchant delivery or - Modified bus routes - Reduced public transport

quality of non-car shopper vans - Community public trans- fares for short off-peak
access from neighbour- - Merchant public transport port trips
hoods to center rebates - Shared-ride taxi - Bus specifications that
- ~ic~cle/moped storage - New walkways and
- Waiting shelters crossings
- Bikevays
2.1
ACTIONS APPLIED ALONG ACTIONS APPLIED IN ACTIONS APPLIED THROUGH-

TACTIC
CORRIDORS CORRIDORS OR SUBAREAS OUT URBAN AREA
High Energy Consumption

A. Reduce fuel consump- - Vehicle inspection
tion rate (per vehicle procedures
kilometre) by improv- - Reduce excise and sales
ing vehicle efficiency taxes on new cars
- Bus maintenance programme
B. RedLrce fuel consump- - Street geometry - Signal co-ordination - Revised signal location
tron rdtc (per vehicle - Revised signal operation - Flow management and operation standards
k:!ametre) 5y reducing - Street geometry - Right-turn-on-red
traffrc delays - Parking controls standards
- Enforcement
Reduce f u e l constmp- - Employer pooling pro- - Carpool matching

tion rate ( p e r passen-
ger k z l o n e r r e ) throegh - Rus/pool priority fares
incent~vesto use measures on roadways - Public transport passes
p u b l r c rranaport and - Carpool toll and parking - Public transport passes
carpools fee reductions - CarpooT/public transport
- Expanded bus service information
- Park/ride lots
- Park/pool lots
- Schedule co-ordination
D. Eeduce fuel cons'iinp- - Increase parking fees - Increased fuel. taxes

t ~ o r l rate ( r ~ p;.?sen-
r - Subareas en:ry controls
# e r krlometre) throngh
d-srncentrves to
or:vlng alone
Pricing
A. Area ltcertsing - Establish boundaries and
install Toll Plazas
B. Vehicle ownership - Fuel or distance

taxac ion taxat ion
C. Car restricted zones - Establish boundary
D. Changeable route maps - Identify and demarcate

routes
E. Car-sharing - Establish lift-clubs
Gu~delinesfor the Transportation System Management Process

2.1 TRUCK MODE STXATEGY
ACTIONS APPLIED AT hCTIONS APPLIED IN ACTIONS APPLIED THROUGH-

TACTIC
OUT
A. Route diversion - Truck routes
2.1 TRUCK HODE STRATEGY
TACTIC
Add new routes and - hew or wlden szdewalks - New or widen s~dewalks
conveniences and crosswalks and crosswalks
Kew sxgns and sxgnals - New sxgns and slgnals
Srgnai phase changes - S ~ g n a lphase changes
Bikeuavs Bikeways
Ercycie racks or lockers - Pedestrlan/Bicycle
~edestrian/brcycle bridges
brrdges Pedestrian control
Pedestrran control barrrers
barriers
2 . 2 BUS HODE STRATEGY

--
ACTIONS APPLIED IN ACTIONS APPLIED IN OR ACTIONS APPLIED THROUGH-
TACTIC OF NEAP TOWN CENTRE NEAR NEIGHBOLJTHOODS OUT URBAN AREA
Inadequate FAbllc Trans~ort and Serv:ce

A. Improve coverage and - Co-ordrnate schedules Modified bus routes - Reduced fares for short,
convenlence by modl- - Waltlng shelters off-peak trxps, commuter
f ~ x n gexlsting routes - Transfer center fare-boolcs
and schedules - Extended service hours
- Fare collection mechani-
sation
B. I m ~ r o v ecoverage and Comunrty public trans- - Substituting demand
convenience by cevelop- port responses for flxed routes
sng new servyce Shared-ride taxi and schedules
Family passes
C. Improve convenlence of Extended or modified
access to regronal routes
pubLrc transport Cornansty feeder public
routes t ransport
Parkirlde lots
Parkt'rzde lots
T~rned transfers
D. Improve servlce quality - Reduced policy headways
on regional public - hew circumferentral routes
transport routes - Added express or lirnlted-
stop servlce
- Extended servrce
E. Promote School/~rmy/ - Identify need
Conrract/Express/Sub- - Develop routrng and market
scrrption Buses - Improve accountmg proce
aures
H I R ~ P u b i r c Trans~ort opera tin^ Cost and Deficits
A. Reduce operating costs - Modified routes and
by reducxng veh~clelkz service hours and servxce nour polrcles
operated
B. Reduce operatxng costs - Bus priority measures - Vehicle and drxver

b) reducsng iahour - Modified routes soheauixng procedures
reqJrremerts per - kork ruie changes
veblcle/kr; - Fieet replacement
- Managenent znformation
systems
C. Increase revenue by - Increased fares
raising fares - Mod:freb fare structure
D. Increase revenue by - Modified routes - Publlc Transport passes

increasrng ridership - Schedcie cc-ordinatxon - Modlfsed fare structure
- Transfer centers
- bus pr:orlty neasures
- Par~/rldelots
- Express 07 lmlted-stop
serv~ce
- Employer ticket subsldles
E. Improve operating - Introduce bus priority
speeds signal system

Draft UTG 9,Pretoria,South Africa 1991
2.2 BUS MODE STRATEGY
ACTIONS APPLIED IN ACTIONS APPLIED IN OR ACTIONS APPLIED THROUGM-

TACTIC NEAR NEIGHBOURHOODS OUT URBAN W
F. Improve the service

quality on public Parking fees and space
transport routes
Bus txcket subsidy
Modified transit distri-
bution routes
Expanded bus service
Express bus
Bus schedule co-ordination
Parklride lots
Parklpool lots
Bus/carpool priority
measures
Family passes
Eus/carpool marketing
Reduce public transport
fares for short, off-peak
trips
Bus specifications that
aid passengers with
packages
Modifzed bus routes
Community public transport
Shared-ride tax1
Sew walkways and crossings
Improve arnen~tiesat trans-
fer facilitzes
Improve security measures
High Public Transport Operating Cost and Deficits

G. Improve coverage and - Co-ordinated schedules
convenience by modify- - Waiting shelters at well
ing existing routes placed locations
and schedules - Reduced fares for short,
off-peak trips
- Extended service hours
- Modifled bus routes
- Improve the reliability
of service
- Upgrade signposting for
public transport routes

, Pretoria, South Africa 1991
2 . 3 TRATM MODE S
ACTIONS APPLIED AT ACTIONS AP?L OUGH-

TACTIC SPOTS OR SEGMENTS OUT URB
V u l n e r a b i l i t y t o O i l Supply D i s r u p t i o n
A. Improve c o n v e n i e n c e of - Employer p o o l i n g p r o - - Carpool matching
a l t e r n a t i v e modes o f - Public transport/carpool
t r a v e l i n auto- t r a n s p o r t schedule infomation
dominated markets coordination
- Bus t r a n s f e r c e n t e r s
- Park/ride l o t s
- Park/pool l o t s
- Crosstown b u s r o u t e s
B. Prepare contingency - Expanded b u s o p e r a t i o n s

p l a n s t o i n c r e a s e pub- - Bus/pool p r i o r i t i e s
l i c t r a n s p o r t and c a r - - Supplementary t r a n s i t
pool capacity f o r
necessary urban t r a v e l
C. Reduce p e a k l o a d f a c - - I n c r e a s e d f r e q u e n c y on - Articulated buses

t o r s by a d d i n g existing routes - Expanded t r a n s i t f l e e t
capacity t o corridor - New e x p r e s s o r l i m i t e d -
stop service
- New l o c a l b u s r o u t e s
D. Reduce p e a k l o a d f a c - - Increased frequency i n - F l e x i b l e working h o u r s - Reduced o f f - p e a k f a r e s

t o r s by d i v e r t i n g shoulder periods - I n c r e a s e d peak f a r e s
tr:ps t o o f f - p e a k
tmes
D i v e r s i o n of Commuters t o T r a i n
Increase car t r a v e l Speed c o n t r o l d e v i c e s
t i m e and r e d u c e direct- One-way s t r e e t s w i t h
n e s s on r o u t e s u s i n g off s e t s
residential areas B a r r i e r s a c r o s s segments
and i n t e r s e c t i o n s
Provide f r e e - s e c u r e parking
a t Railway s t a t i o n
Improve r o a d a c c e s s t o
stations
Improve v r a b i i i t y of t r a i n t r a v e l
Ensure f u l l f a r e P r i v a t i s a t i o n of r o u t e s
collection l e t e security fencing
of s t a t i o n
Replace low u t i l i s a t i o n of
t r a i n s by b u s e s
C a n c e l l a t i o n o f d i r e c t bus
service
AGTIOSS APPLIED AT ACTIONS APPLIED I N ACTIONS APPLIED THROUGH-

SPOTS OR SEGYENTS OUT UXBAN AREA
C o n s t r d l n ~ dMobrlltv o f Non-Drivers
A. improve c o v e r a g e and Shared-ride taxi Revised t a x i r e g u l a t i o n s
conven;ence, and r e d u c e Community p u b l l c t r a n s - - Special public transport
t r a v e l c o s t a n d t m e of port Special public transport
alternative t r a v e l Wheelchair c i r c u l a t i o n f o r handicapped
modes B ~ c y c l e / m o p e d p a t h s and - Revised v e h i c l e d e s i g n
storage Discount f a r e s and p a s s e s
Bus t r a n s f e r c e n t r e s Carpool matching p r o -
New o r m o d i f i e d bus grmes
routes
Waiting s h e l t e r s
B. Dial-a-Ride Marketing programme
C. Home-Work Combi T a x i s I n i t i a t e c l u b a t Employ-

ment l o c a t i o n s
Guidel~nesfor the Transportation System Management Process

Draft UTG 9, Pretor~a,South Afr~ca1991
2 . 6 P E D E S W MODE STRATEGY
TACTIC ACTIONS
Reduce pedestrian travel time within center - Street closure

- Widen sidewalks
- New crossings
Reduce conflict between vehicles and pedestrian - Street and intersection geometry
traffic - Signals and phases
- Traffic flow management
- Street closures
Increase capacity for walking and waiting - Widen sidewalks and crosswalks
- New walkways
- Waiting shelters
Reduce conflicts between pedestrian and - Crossing design and operation

vehicular traffic - Loop/shuttle bus
- New walkways or overpasses
- Modified public transport
routes
Increase capacity for walking and waiting - Wider sidewalks

pedestrians - Car-restricted zones
- New walkways
- Waiting shelters
- New crosswalks
F. Reduce conflicts between pedestrian and - Crosswalk design and operation

vehicular traffic - New walkways and overpasses
- Loop/shuttle buses
- Modified public transport routes
- Car-restricted zones
Reduce conflict by separating flows - Islands

- New signals
- Signal phases
- Crosswalk striping
- Traffic police

TACTIC
OUT URBAN AR
High C o m u t ~ nCost
~ or Inadequate Access to Workforce
A. Reduce peak travel - New lanes and segments
times and costs by pro- - Signal co-ordination,
viding direct routes timing and phasing
- Bus priorities and
improved transfer
facilities
B. Reduce peak travel - New lanes

times by improving - Signal co-ordination
service quality of - Reversible lanes
existing roadways - On-street parking and
loading bans
C. Reduce travel time - Shuttle bus from public - Expanded bus service - Bus transfers
and cost by pro- transport stations - Public transport sche- - Handicapped services
viding or improving - Carpool matching dule coordination
public transport and - Bicycle/moped storage - Subscription bus
carpools - Vanpools - Bicycle/moped lanes
- Employer commuting sub-
sidies
Lack of Business Expansion Space

A. Relocate incompatible - Loading bans
land use
B. Increase capacity of - New lanes and segments - Street and intersection

adjacent sites to - Street and intersection geometry
support commercial geometry - Signals
development - Modified bus routes - Modified bus routes
- Looplshuttle bus
- ir'alkways
- Signals and co-ordination
- Added off-street parking
- Reversible lanes
- One-way streets
Town Planning
A. Rezoning - Alternative zoning - Alternative zoning to
ameliorate problems control access, i.e.
General Residential
B. Parking requirements - Site parking denied - Parking and loading

- Contributions to Parking required on site
Garage
C. Conditional approval - Development not permitted

unless conditions complied
with
D. Development denied - Environmental recreational

Area, or National/Histori-
cal Monument restrictions

4 . 1 KU?4AN FACTOR - KDUCATIONAI, STRATEGY
ACTIONS APPLIED ALONG IN SUB- ACTIONS APPLIED THROUGH-

TACTIC AREAS I N OR NEAX
COXRIDORS OUT URBAN AREA
CORRIDORS
T r a f f i c C o r h e s t f o n Wechction
Reduce t r a v e l d e l a y s - Bus and c a r p o o l l a n e s Bus and c a r p o o l ramps - Fublic Transport passes
by e n c l t i r a g l o g t r s g e l - R m p meter bypasses and l a n e s Bus and c a r p o o l i n f o r m a -
l e r s t o use publzc P a r k / r ~ d ei o t s Modified p u b l i c t r a n s - t i o n and m a r k e t i n g
t r a n s p o r t and c a r p o o l s - Park/poul l o t s port distribution routes
Added e x p r e s s b u s e s Increased parking f e e s
Extended f e e d e r bus Carpool p r i o r i t y i n
routes parking l o t s
Employer p o o l i n g p r o -
grammes
Employer s u b s i d y of pub-
l i c transport passes
Reduce t r a v e l d e l a y s - Reduced o f f - p e a k o r F l e x i b l e working h o u r s

by e n c o u r a g i n g t r i p s i n c r e a s e d peak t o l l s Reduced o f f - p e a k o r i n -
t o be made a t l e s s c r e a s e d peak p a r k i n g
congested times rates
Reduce t r a v e l d e l a y s - Ramp m e t e r i n g New l a n e s and segments

by e n c o u r a g i n g s h o r t - Ramp c l o s u r e Signal co-ordination
t r i p s t o use art-erial S t r e e t and i n t e r s e c t i o n
streets geometry improvements
Improve t r u c k r o u t i n g - Optirnise t r u c k r o u t i n g and

scheduling
Improve t r i p r o u t i n g - ?re-trip t r a f f i c condition

information
- P u b l i c t r a n s p o r r r o u t e and
schedule inforvation
- Park public t r a n s p o r t s e r -
vrce informat~on
- System c o n d i t i o n b r o a d -
casts
- T r a f f i c flow c o n d i t i o n
slgns
- Route a d v i s o r y s i g n s
- Route i n c l d e l t d e t e c t i o n

4 . 1 @MAN FACTOR - EDUCATIONAL STRATEGY (continued)
-.
ACTIGNS APPLIED THROUGHOUT
LrRBAN ARE%
TACTIC
A. Reduce congestion by encouraging trlps to be - Flexible working hours

nade at less congested t m e s - Reduced off-peak or rncreased peak parking rates
B. Reduce congestion by encouraging travellers - Bus and carpool lanes or bypasses

to use public transport - Signal pre-enptron
- Llntted stop and express buses
- Expanded bus routes
- Increased bus frequency
- Eark/r icte lots
- Modlired publ~ctransport lots
- Employer pooling programmes
- Fmployer subsidy of publrc transport passes
- Public Transport passes
- Bus and earpool information and marketing
C. Increase time available for driver reaction - New signals or stop signs
- Signal phaslng a d timing changes
- Warr.lng devrces
- Speed restrlctron
- On-street parkrng restrictions or removal
ACTIOt:S APPLIED ih' SUB- ACTIONS APPLIED THROUGH-

ACTIONS AFPI IED ALONG AREAS 1% OR N U R
TACTIC CORRIDORS OUT URBAN AREA
CORRIDORS
Communitv Pesistance to Commercial Fxpans~onPlans

A. Increase servlce - Shuttle buses - Expanded bts routes - Expanded public transport
quality offered by - Covered wal~waysand - Increased frequency service hours
alternative modes to waltlng areas during peak shopprng - Famlly public transport
minlm~setrafflc - Merchant delivery vans hourS fares ar passes
voltme growth - Bicycle lanes and - Cormunity public trans- - Revrsed taxi regul-ations
storage facilitxes port
- Bus lanes - Shared-ride tax1
- Merchant shopper buses - Shuttle buses from pub-
lic transport stations
B. Encourage shopping
trips at non-peak - Four-day work week
t kmes - Pubic transport fare
structure
C. Advertise proposals - Call for public comment

Draft UTG 9, Pretoria, South Afrtca 1991
11.2 HUPQAM FACTOR - LAW ERFORCEKENT STRATEGY-
ACTIONS APPLIED ALONG IN SUB- ACTIONS APPLIED T ~ O U C H -

CORRIDORS
AREAS TN OR NEAR
OUT UXBAS AREA
CORRIDORS
Ur,acceatable Air Q u a m
A. Reduce enissicn rate Spat inspections Vehicle irrspection proce-
(rer vehicle ki?o%etre) Increased enforcement of dures
by inproving vehicle vehicle standards Reduced excise and sales
efficiency tax OR new cars
Bus maintenance programme
Irrcreasec? fines for vehicle
violations
B. Reduce emission rate - Street geometry Signal co-ordination Revised signal location
(per vehicle kilometre) - Revised signal Flow management and operation standards
by reducing traffic operation Street geometry Left-turn-on-red standards
delays Parking controls
Enforcement
C , Reduce emission rate Employer pooling pro- Carpaol matching

(per vehicle kilometre) grame Reduced public transport
thro~tgh incentives to Bus pool priority fares
using publlc transport measures on roadways Public transport passes
and carpools Carpool toil and parking Carpool/public transport
fee reductions information
Expanded bus service
Park/ride lots
Park/pool lots
Schedule co-ordination
D, Rpducp emission rate Increased parking fees Increased fuel taxes

( p e r vehicle kilometre) and tolls
thro:lg'rddrsincentives Subarea entry controls
to driving alone
Substa:>dard A:r Quality

F ~ e ~ i ci.nl.;slons
c by - Fus/carpool priority - Expanded bus service - Public Transport passes
rt.+uc?ng vehlc le ncasures Express bus - Bus/carpool marketing
v o l u c s d ~ . r ~ npeak
g - Parking fees and space - Bus schedtle co-ordina-
hcurs dsslqqnent t lan
- 3 u s pass subsidv Park/rlde lots
- Employer poollng pro- - Park/pool lots
granmes Busi'carpool priority
- Mon,fied public trans- measure
port dist--~bi?t~onmutes
- Staggered or flexible
w r k *~g rloilrs
Reducc erillssions by - N P i;q:lals

~ <ind pbaqes
reduc,qg traffic delays - Signal CO-ori:qatlcn
d u r ; r k peak hours - Revers~blelanes
- On-street parkr:~g and
loading ba?s
- Turn restrictroIl5
- One-*ay street s g s t e ~
- St W lanes a r . ~s e g w c t s
Rec >lr$~ q ~ s s ~ obyn s - PeversiSlc lanes

dl1rc r c A . ~ r ;through - One-way qtreet svstems
treAi c :o alter- - S ,gnsLs dnd tim:ng
nat I.-?L rbutes - $tree: and intersection
geometry
Reduce vehicle - Spot vehicle inspections - Bus maintenance programme

e~isslnn rates - Car inspection procedures
-Conqzst
- ion problem
A. Legislation - Promulgate regulations by-
laws, e.g. truck delivery
restrictions
B. Parking enforcement - Stringent duration restric-

tions
C. Dlunken dr~vlrlg - Breathalzser and Blood

END H
TRAFFIC CONGESTION
Queue P e n g c h s a t y i e l d c o n t r o l .
Queue 1eng;h.s a r s t o p s t r e e z s .
Queue l e n g i h s a t t r a f f i c s i g n a l a p p r o a c h e s .
Bus t r a v e l t i m e s and a v e r a g e s p e e d s .
Bus l o a d i n g z n d v a i t i n g t i m e s .
Bus f a r e s .
V e h i c u l a r a n d h s z a r d o u s v e h i c l e - ~ o l . u m e sa n d v o l u m e / c z p a c i c y / r a ; i o s .
P e d s s t r i a n volcmes and v o l u m e / c a p a c i t y r a t i o s .
T r a f f i c b y - p a s s volumes.
C o s t e f f e c t i v e n e s s a n d b a n e f i t c o s ; r a t i o s f o r i n d i v i d u a l projects.
SAFETY
l F a t a l , s e r i o u s , n o - i n j u r y and t o t a l a c c i d e n t s r a r i s t i c s .
2 Accident s i a t i s c i c s / n i l l l o n v e h i c l e k i l o m e t r e s .
3 A c c i d e n t siz t i s t i c s / t h o e s z n d v e h i c l e .
t L i g 5 c l ~ gm e a s u r e s i n l m i n a i r e s .
5 Nuzber o f a s s a u L t s / r n u ~ g i n ~ s e, C C . p e r m o n t h .
6 Skid resisiance values of s l i p p e r y roads.
POOR QUALITY O F T U K S F E R FACILITIES
I A v e r a g e c i ~ e sfor c h a n g i n ~S e r v e e n v a r i o c s m o d e s .
2 N w S e r o f p e r s s n s u s i z g :oi!e: f~cili:ies/monch.
3 t ; m b e r o f p e r s o ~ su i r g i : i ~ r : a c i o n szrvices/noz~h.
L Sun5er o f persons u s i c g v a i c i n g f a c i l i t i e s / r n o n c h .
5 !<cr"3er o f p e r s o n s u s i n g r e f r e s > , r ; e n c f i ~ s i n e s s f a c i l i r i e s / r n o n t h .
6 KUTib2i o f p e r s o n s u s i r , g h e a v y r a i l / l i g h t r a i l / o u s / c o m b i t a x i / t a x i / -
private c z r .
I N A D E Q U A T E A,UD POOX PROVISION OF P L W I N C A,SD L O A D I N G FACILITIES
l S u i b e r of parklr,g spaces on- and o f f - s t r e e t .

2 Turnover r a c e of p a r k i n g s p a c e s , o n - and o f f - s t r e e t .
3 Income a n d r a c e s f o r p a r k i n g s ? s c e s , or.- a n d o f f - s t r e e t .
4 Accidenc r a c e s i n p a r k i n g a r e a s a n d g a r a g e s .
5 T u r n o v e r r a t e o f o n - s c r e e t LozCir.
6 N u b e r o f o f f - s ~ r e e cl o z d i n g b a y s z n d t u r n o v e r r a r e .
LAW E N F O R C L 3 Z N T
1 E m b e r o f b l o o d / a l c o h o l l e v e l s a5ove l e g a l p e r month.
2 N u ~ b e ro f s p e e d i n g o f f e n c e s p e r m o n t h .
3 a x i a m , r n i n i - . ~a n d a v e r a g e s ; e e d s o f o f f e n d i n g m o c o r i s t s / i t o n c 5 .
4 h b e r o f t r a f f i c v i c l a c i o n s / m o n ~ h by a r e a .
5 h ' u ~ b e ro f t r a f f i c o f f i c e r s o n p o i n c d u t y ar: p e a k h o u r s .

A-
HEASURES OF EFFECTIVENESS (HOES) RELEVANT TO THE THEYES OF
Reduce t r a v e l t i m e :
a Persoa-hours of travel (PHT); point-to-point travel time;
response time f o r Dial-a-Ride t r a n s i t ; v e h i c l e d e l a y , v e h i c l e
r a v e l (VHT) ; v e h i c l e s c o p s .
Reduce t r a v e l c o s t s :
P a r k i n g c o s t ; p o i n t - t o - p o i n t out of pocket t r a v e l c o s t s ; point-
to-point transit fares.
Improve t h e s a f e t y o f t h e e x i s t i n g t r a n s p o r t a t i o n s y s t e m :
Accidents; a c c i d e n t r a t e ; f r e e w a y incidenr rate; traffic viola-
tions.
Improve t h e s e c u r i c y o f t r a v e l :
a *Crimes.
Improve c o m f o r t and c o n v e n i e n c e :
o Active revenue vehicles with working a i r conditioning znd
h e a t i n g ; f r e q u e n c y o f t r a n s i t s e r v i c e s ; h o u r s of t r a n s i t o p e r a -
t i o n : p a r k i n g zccwnulation; comfort and convenie'nce; t r a n s f e r s
per t r a n s i t passengar; t r a n s i c l o a d f a c t o r ; t r a n s i t t r a m f e r
t i n e ; t r i p d i s t a n c e ; v a l k i n g d i s t a n c e from p a r k i n g locazion t o
destination.
Improve r e l i a b i l i t y :
4 Freevay i n c i d e n t d e l a y ; perceived r e l i a b i l i t y of sarvice;
schedule adherence; t r a n s i r v e h i c l e b r e a k d o m s ; variznce o f
average point-to-point t r a v e l t i n e .
Reduce c a r u s a g e i n t h e i m e d i a t e f u t u r e :
I n t e r s e c t i o n v e h i c l e e u r n i n g m o v e m e n t s ; number o f c a r p o o l s ;
n w b e r o f v e h i c l e s by o c c u p a n c y ; p e r s o n - k i l o r n e c r e s o f t r a v e l
( P K T ) ; p e r s o n r r i p s ; t r a f f i c v o l ~ n e ;v e h i c l e - k i l o m e t r e s o f t r a v e l
('JKT) .
I n c r e a s e t r a n s i t patronage i n t h e immediate f u t u r e :
Inforaation requests; passenger-kilome t r e s of travel; trznsic
passezgers.
I n c r e z s e p e d e s t r i a n and b i c y c l e t r a v e l :
6 Bicycle councs; pedestrian counts.
I n c r e a s e t h e p e r s o n movement c a p a c i t y o f t h e e x i s t i n g s y s t e m :
@ C r i t i c a l . l a n e volume; level. o f s e r v i c e : parking supply; vol~qe/-
capac Lt y r a t i o .

Increase transportation system productivity:
Active revenue vehicles; inspection and maintenance cosC per
labocr hour; length o f queue; operating cost per passenger trip;
operating c c s ~per revenue vehicle-kilometre; operating revenue/-
operating coscs; passengers per revenue vehicle-hour; passznger
per revenue vehicle kilometre; revenue vehicle-kilometre per
active revenue vehicle.
Xinimise ehe capital cost of improving the existing syscem:

e Capital cost.
Minimise the operating cost of the existing system:

s Operating and maintenance costs; operating deficits; operating
revenue.
Minimise the undesirable environmental impacts:

Noise levels.
Reduce existing undesirable system and quality impacts:

r Concentration of polluiants; tons o f emissions.
Reduce existing transportation system energy consumption:

r Energy consumption.
Provide adequate service to the disadvantaged and transit depen-

dent:
Transportation disadvantaged ridership.
Promote desirable and minimise adverse economic impacts due to

improvements i n existing transportation sysczm:
e Rand sales; emplopenc.
Equitably distribute transportation service and costs:

r Point-to-point travel costs to major activity centres; point-to-
point travel time to major activity centres; population within
quarter kilometre of bus route.
Minimise the displacemene of facilieies due to improvements to the

sys tern:
r Acres o f land acquired; structures displaced.

Draft UTG 9,Pretoria, South Africa 1991
USED TRAVEL AND ENVIRONMENTAL
Point-to-point travel time.

Traffic volumes.
Vehicle delay.
Number of vehi~les b y occupancy.
Vehicle-kilometres o f travel ( V K T ) .
Vehicle-hours o f travel (VHT).
Person-kilometres of travel (PKT).
Person-hours of travel (PHT).
Transit passengers.
Transit passenger miles of travel.
Energy consumption.
A i r pollution emissions.

PENDIX I
GPPENDIX I :: COMPATIBILITY AND CQMPLTANCE CHECKS
System
Cornpaki b i 1 i t y
Comp l ikance
objectives
Gurdehnes for the Transpor'rat~onSystem Management Process

Draft UTG 9, Pretorra, South Afr~ca1991
1. PORT. D r a f t Guidefines for the
s t e m Management p r o c e s s . Report PG3/88,
2 S s o f the organisational procedures

e p o r t RT/24, CSIR, Pretoria,
3. ET. The identification of irn ent potential in

ET. Work Docu e n t No. 15/86, S p r i n g s , August 15
4. M A C K E Y , TC and AB TOMECKI .
Introduction t o Transportation
System Mana ement : audio-visual presentation. NITRR
T e c h n i c a l N o t e I T 1 0 1 , CSIW, P r e t o r i a , A u g u s t 1 9 8 6 .
5 SWEET, RJ. M o n i t o r i n g and r e v i e w o f transport programs.

R R e p o r t RT/46/84, CSIR, P r e t o r i a , A u g u s t 4981.
6. ET. TSM special planning p r o j e c t - progress report.

R e p o r t No. 4 4 / 9 0 , S p r i n g s , A p r i l 1 9 9 0 .
7. MANN, PR. TSM - a v a l i d short-term p l a n n i n g methodology.

Proceedings o f t h e DOT/NITRR ATC 1 9 2 5 , V o l . MO, Pretoria,
A u g u s t 1985.
8. DEPARTMENT OF TRANSPORT. G u i d e l i n e s f o r Public Participa-

tion in Land-Use/Tt-ansportation Planning. Report UTGl1,
P r e t o r i a , 1990.
9. SPEED, ID. P e r s o n a l Communication, Cape Town, January

1988.
10. SPEED, ID. P e r s o n a l Commun ic a t i o n , Cape T o w n , January

t988,
11. BESTER, C J and AB T O M E C K T . An economic e v a l u a t i o n program

for 11rban p r o j e c t s : feasibility study. RTT Report,
DPVT/C145.1, C S I R , P r e t o r i a , A p r i l 1 9 9 0 .
12. POTGIETER, LJ and J , van ROOYEN, Handling o f conflict.

P r o c e e d i n g s o f t h e DOT A T C 1 8 8 7 , V o l . S , P r e t o r i a , August
1987.
13. RREBUCK, CS. An overview o f utility a n a l y s i s and its

application t o t h e e v a l u a t i o n of transport alternatives.
NITRR T e c h n i c a l N o t e T T / 8 / 7 7 , CSIR, Pretoria, J u l y , 1977.
Id. WILMOT, GG and G V F T I M M E R M A N S . Priority assessment in

transportati~n, P r o c e e d i n g s o f t h e DOT ATC 1985, Vol F P ,
P r e t o r ~ a ,August 1985.
15. SWEET, RJ. P r i o r i t y eva l u a t i o n by c o m p a r a t ive assessment.
o r t RT/40, CSiR, F t - e t o r i a , March 1 9 8 6 .
16. MACKEY, T C AND R J SWEET. T r a n s p o r t a t i o n System Mangement:

evaluation of projects. P r o c e e d i n g s o f t h e DOT ATC 15639,
V o l . SE, P r e t o r i a , August 1989.
17. ROGERS, C. E n c o u n t e r Groups. H a r p e r and Pow, New York,

1970.
e p o r t No. 4 - P u unication af
Potential - F i r
PROJECT J ,
Gurdel~nesfor the Transportafion System Management Process
Draft U1-G 9, Pretoria, Soljth Africa 1991

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Draft U7-G 9, pp f - 104, Pretoria, South

Guidelines for the Transportation System Management Process

lines, management systems, urban trans

Guidelines for the Transportation System Management Process

PROCEDURES FOR TRA SPORTATION SYSTEM MANAGEMENT

CASE STUDIES - A HYPOTHETICAL INTRODUCTION TO TSM

Appendix C : Directory of Problems, Goals and Objectives Appropriate to Recommended Questionnaire

Guidelines for the Transportation System Management Process

Guidelines for the Transportation System Management Process

A transprQtim syst is characterised by its four e1

Guidelines for the Transportation System Management Process

incorparates present Land-Use zoni

e o f t h e study, the T m canvasses

P W ~ Sin the TSM proce e:

The function o f these groups i s t o provide i r ~ f o r m t i o n on system

Guidelines far the Transportation System Management Process

asset is directly use

Guidelines for the Transportation System Management Process

Et is necessary Lo r r that all trips begin and end on foot.

Guidelines for the Transportation System Management Process

Guidelines for the Transportation System Management Process

Guidelines for the Transportation System Management Process

2.1 The first stage is uring this sta

Guidelines for the Transportation System Management Process

The other groups in the TSM process are:

Guidelines for the Transportation System Management Process

A public participation exerci must be carried out to obtain information on t h e system

T M prwosed procedure allows For the classification and priorltisation of the sy

teriwd nrodel PITS has te deFiciencies OF similar nature

In the Pr of the TSM process the theoretical background of the study is

Guidelines for the Transportation System Management Process

Adjacent system effects.

Guidelines for the Transportation System Management Process

the existing syst

ents can be done only i results of the a

The work at this stags consists of:

0 selection of appropriate, c patible techniquss for each alternative;

Guidelines for the Transportation System Management Process

w i n g two atraps -(n t h e procgsa:

There a r e two types o f c o n l l i c t t e c h n i q

A n example o f a s t r u c t u r e hnique, where p a r C i c l p a n t s i n

~ a n n h e i a r ' ~d e f i n e d e v a l u a t i o n as the a c t i v i t y o f examining t h e availab'le a c t i o n s i n t h e light of

The e v a l u a t i o n o f TSM s t u d i e s i s more c p l i t t a t e d than t h a t o f t h e o t h e r transportation studies,

TWOtypes o f e v a l u a t i o n a p p l i c a b l e t o t h e TSM process a r e e c o m i c analyses and r a t i n g 5chews.

Econoraic analysis techniq s a r e bassd cm simple p r i n c i p l e s of fiscal theory: interest; rate,

A common weakness o f the e c o m i c a n a l y s i s e v a l u a t i o n i s t h a t i t Is p o o r l y equipped t o dsslal with

s are based on a combination o f t h e f o l l o w i n g s l m e n t s : a s e t o f

Another approach combining econoatic a n a l y s i s and r a t i n g procedures w i t h u t i l i t y analysis techniques

Guidelines for the Transportation System Management Process

Guidelines for the Transportation System Management Process

The p r a c t i c a l l o g i c o f t h e s o l u t i o n was ensured, in

The v a r i o u s measures d e c i d e d upon have t o be designed

After p l a n n i n g and d e s i g n a r e completed, the

Guidelines for the Transportation System Management Process

2.7.2 The m o n i t o r i n g p r o c e s s s t a r t s w i t h t h e r e v i e w o f the

2.7.3 The n e x t s t e p i s t o p l a n and e x e c u t e " A F T E R " surveys

2.7. The r e s u l t s o f t h e s u r v e y s a r e compared w i t h t h e

Guidelines for the Transportation System Management Process

In this elementary i n t r o d u c t i o n we w i l l use

The hypothetical ex p l e w i l l be f o r the town

Note that it is not the purpose of this

Guidelines for t h e Transportat~onSystem Management Process

The Municipal boundaries are used to determine MO. OF NO. OF EL